I know, it’s not strictly-speaking a Jaguar, but it is one in every way except the badge. The Daimler name was no longer used in many markets, by the ‘80s. The marque had disappeared from the US, for instance. In Europe and Japan, where many remembered that Emperor Hirohito rode in one back in the ‘50s, it still had some cachet. It’s a Jaguar brougham, in other words.
I’m sure there are Jaguar-branded ones around somewhere, but in this country, the only V12-powered XJ saloons that I’ve ever seen are Daimlers.
It seems the Japanese, ever the Anglophiles, had a thing for these, as I’ve caught several in the wild over the years. But somehow, none of them made for good pictures – bad lighting, boring colour, unavailable angles… One of them, rather shockingly, was even dirty (gasp!).
Then this one showed up last month. Perfect. I had caught its virtual twin (six) on this very street a couple years ago, but armed with a new smartphone and blessed by an overcast winter sky, this was finally the Double-Six that was worthy of CC. Only the best for you guys, of course. It even has the coolest license plate of the whole bunch.
All of the Double-Sixes I’ve caught so far have had these wheels, but I’m guessing that is a Japanese market quirk. On brochures or on the web, cars in other countries are shown with a variety of wheel designs. This one has the great merit of looking a bit like the Rostyles seen on Rovers, Jensens and MGs in the late ‘60s and beyond.
What’s there to say about the historical background of the XJ12 / Double-Six that CC’s very own Roger Carr hasn’t already covered in his seminal post on the matter? Nothing much, really. Suffice to say, to reiterate, that the Jaguar XJ6 and its Daimler twin, the Sovereign, came to be in 1968 and 1969, respectively – initially with the legendary XK straight-6 under the bonnet.
In September 1972, the new 242hp 5.3 litre V12 that had been shoehorned into the E-Type for a year was now available in the Jaguar / Daimler saloon. The first production four-door V12 since the 1948 Lincolns was unleashed upon an unsuspecting planet, providing its owners with superb torque and luxury, as well as earning mechanics and petrol station attendants a nice living.
In late 1973, the saloons switched over to the “Series 2” body, which entailed higher bumpers and a shorter grille, among other changes. The LWB models became the only available choice, though a two-door coupé, available in both marques and with either the 6- or the 12-cyl., was briefly made available on the SWB saloon chassis. In mid-1979, the Series 3 took over, featuring thicker bumpers with rubber inserts and a revised greenhouse designed by Pininfarina.
The Jaguar 12-cyl. was the first modern mass-produced V12 for road car use, but it was not without its faults. It had major reliability issues, electrical gremlins galore, a tendency to overheat and was notoriously difficult to work on, but was still less finicky and expensive than an Italian thoroughbred.
Initially, the twelve was also known for its voracious appetite. This was at least partly alleviated by the “HE” engine that arrived in 1981. A redesigned head and higher compression resulted in improved fuel economy, as well as increased torque and power: output climbed up to 295hp. That’s a real reason to favour later Double-Sixes. Sure, the ones from the ‘70s look better, but they’re thirsty and the many quality control issues that were rife during the darkest British Leyland years make for cars that do not necessarily age very well.
Where the Daimler side of things really shined was the interior. By the mid-‘80s, there was only a single trim level on the Double-Six, and that was equivalent to the higher-trim VandenPlas trim of previous model years. This particular car, like several I’ve seen around here, traded the rather sad-looking stock steering wheel for something more in keeping with the rest of the car.
For less than a third of the price of a Rolls-Royce Silver Spur, the Double-Six provided a very similar passenger experience, although it was naturally less customizable than Crewe-made products.
To drive, the Daimler was superior in nearly every way. It was lighter, faster and more sure-footed than the Rolls, the Maserati QP3 or most American luxury cars of the ‘80s, come to that. The only high-end saloons that could really best it dynamically were the BMW 7 Series or the Mercedes S-Class, plus the Aston Martin Lagonda, if we’re really trying to be completists about it.
By 1987, the sixes had been retired, replaced by the XJ40. But said XJ40 was not able to accommodate the V12, so the old-style body carried on. Not that anybody complained. It ended up taking ages for a cash-strapped Jaguar to develop a 12-cyl.-friendly XJ40, by which time the company had been snapped up by Ford.
The Jaguar variants disappeared in 1991, leaving the Double-Six as the last descendent of the venerable XJ6 to bow out in late 1992, a few week prior to the new generation’s launch. Said new-gen cars may have been competent, but they lacked the charm of the older models. At least, the Daimler badge and the V12 carried on for a few years, though eventually they too were put to pasture.
I’ve lusted after XJ6s for pretty much all of my life, but I could never pin down which version. I guess a Series 1 with the 4.2 litre XK engine would still be my ideal, but that’s because I know I’ll never actually buy one. If I were to really press the trigger, assuming I had the space, pace and grace (and more importantly the means, let’s not gloss over that) to bring one of these kittens home, I’d realistically be going for a late model Double-Six. On balance, it’s the best of the breed, though if there would be a way to put a set of Series 2 bumpers on it…
Related post:
Car Show Classic: 1980 Daimler Double Six – This Was The Best Car In The World, by Roger Carr
Having owned a Series 2 XJ12L I’d advise going for the six, or if it must be a 12 then an ealier one with carbs not injection. These cars must be run often to be at all reliable (in part because all the fluids leak no matter the condition), but the under bonnet heat is such that running the 12 at anything less than highway speeds regularly. I could never get mine to run on all 12 cylinders for more than a few months no matter what I spent on maintenance.
Interesting post, and another dark spot I never knew I had gets some light. Thx!
I know my limits. And running a V12 Jaguar is (far) beyond them. But I can like what I see and I nost certainly do, at least for 99.7 percent of it. I was reading this (and recalling other Daimler posts) and preparing to go completely all in, until….the picture featuring the hood ornament. There are two hood ornaments I’ll happily accept on a car and believe it actually adds to “the mystique”, whatever that really is. One is Mercedes, there’s something about it and how it just looks not when on the outside looking in, but just as much from the inside looking over the bonnet and seeing it ahead of you, but the other is the Jaguar leaper. The leaper is such a fine design and image, it can’t be imporoved, but the Daimler…thing(?) just can’t do it justice. Which sort of ruins the whole car for me. The ornament is way too blocky and wedgy, looking more like a defensive key chain ring to be clutched nervously while alighting from the King’s Cross St. Pancras underground station at an uncivilized hour while trying to keep calm and carry on. Or what you’d use to wrestle the cap off another 40oz bottle of Olde English 800 malt liquor while chillin’ with the homies.
But other than that quibble, most excellent.
Gorgeous car (I almost said cat)! I daily-drove a ’84 XJ6 for a few years back in the mid ’90s. It was very reliable. Quiet and comfortable. I only wished it had more than 3 speed, or even a manual. Light beige with burgundy leather and burl. Leaping cat on the hood.
Lovely automobiles, at least until the XJ40. I’d prefer a Series 1 XK. Still, I’d take my long gone ’68 E-Type fhc (short coupe), or better yet a ’66 E, to any of the Jag sedans, without a doubt. And if fixated on a sedan, there’s much to be said for the navy/red 4 Spd ’62 MK II 3.8 we once had, known the “Morse” car to some. His was red outside w/ a black vinyl roof!… just not right. But to me the “E” will always the ultimate Jag, even if it was a fussy thing.
Sorry, Series 1 XJ. Though an XK would be v nice as well!
Agree; Jaguar’s high-high water mark for elegance was the XJC, a thing visually perfected by removing the vinyl roof and running the chrome steel wheels. There was a Double-Six version of the two-door saloon (the factory at the time didn’t call them coupés, reserving that for the XJ-S although “coupé” seems now generally preferred) and for those who hanker after something truly unique, there was a one-off, two-door Double-Six Vanden Plas; it still exists.
As part of what the Americans would have called an “agonizing re-appraisal”, as the effective date for the early safety & emission regulations approached, BMC from 1968 relinquished their US rights to the Daimler trade-mark, the low volumes not enough to justify the separate marketing effort and, by the late 1980s, it was only in the UK, Japan, Australia & New Zealand they remained available off the showroom floor. Jaguar however became aware the allure of the flutes was real when it emerged a small but profitable industry had emerged in the wake of the company ceasing to use the Daimler name in European markets. Entrepreneurial types, armed with nothing more than a list of Jaguar part-numbers, had created kits containing the fluted trim parts and the Daimler-specific badges, these shipped to dealers or private buyers on the continent so Jaguar XJs could become “Daimlers”.
Being factory-supplied parts of no mechanical significance, their use did not affect warranties or insurance rates (though owners were required to inform the registration authorities the badges had changed) so, unlike many after-market modifications, it was a hassle-free process. Jaguar took note of this uptick in the Daimler-demand curve and decided to meet it with supply, re-introducing the marque to Europe. Because, in effect, they were doing only what was being done by those buying the kits, it was one of the industry’s cheapest and quickest brand resurrections, Germany and the Netherlands proving especially receptive. One notable owner of a real LWB Daimler V8 (X308) was the Dutch academic and politician Pim Fortuyn (1948-2002), assassinated by a left-wing environmentalist and animal rights activist during the 2002 national election campaign.
So how were their no copyright-infringement issues between this Daimler and the Daimler that builds Mercedes-Benzes?
This is likely not a copyright issue. It’s more a trademark and/or name law problem.
Regarding the trademark use of the word mark “Daimler,” there are historically separate trademark rights and a system of local licenses and market-based uses.
oops meant trademark not copyright
Daimler in the UK was originally set up as a licensee (right to use the patents) of the German Daimler engine in 1891, originally in motor launches (boats). Gottlieb Daimler was of course a pioneer in the development of the IC engine and held significant patents on them. Daimler in the UK then built cars using the Daimler patents. The relationship with German Daimler soon became complicated and by 1907, Daimler (UK) was building engines using the Kinght sleeve valve patents and any further relationship with Daimler Germany was essentially over.
Wikipedia has a quite detailed history:https://en.wikipedia.org/wiki/Daimler_Company
This could be the most beautiful cat, oops car that I would never want to own.
Stunning car! Not a fan of those rims, but it’s still stunning.
Way back when I was a 16 year old kid, I would see a brown with tan leather early 80’s XJ6 (USA) in the town I grew up in. This was not a common site and I fell in love with that car. A couple years later when I was 18, I found that car was traded in at a local Chevrolet dealership (sure they got tired of the issues). Interestingly, I was looking to get a different car for myself and one of the cars I wanted was the new 1987 Chevy Cavalier Z24. When I went to that Chevy store to look at a white Z24 they had, I found the brown Jag. Being young, when I went into the showroom, there were 3 older sales guys standing and talking to each other and not one would even look my direction. After standing there for about 5 minutes, another sales guy walked out from the back and saw me. He looked at me, then at the other (lazy) sales guys and back at me before approaching me asking if I’d been helped. I said no, and that began the process of my first drive of a Jaguar. Of course when I told this salesman that I wanted to drive the Jag and also look at the new Z24, he looked at me with disgust and quickly informed me that they were “two very different cars”. I politely said yes I know, but the price is about the same.
He did indulge me by letting me test drive the Jag and I loved it. However, he strongly warned me about buying it and pushed me towards the new Chevy and for good reason. I wasn’t able to make a deal on the Chevy that day, but a few days later another dealer made my deal and I was driving my new Z24. But that Jaguar never left my mind.
A few years later I was now selling at a Buick, Cadillac, GMC and Honda dealer and we traded in a stunning 1985 XJ6 in silver with red leather. I wanted that car!! However, the general manager talked me out of it and in doing so he agreed to let me drive the car for one week. Amazing car to drive. Fast forward a few more years, and I ended up buying my first of two Jags. It was a white with blue 1989 and it had it’s issues. I drove that for a year and it was giving me so many problems that I traded it on a clean 1996 XJ6 in British Racing Green with tan leather. Now that was a great car. To this day, that one was and still is one of my favorite cars I’ve ever owned. It’s really too bad that Jaguar today is nothing but a couple ugly and bland SUV’s that still don’t have very good reliability. Just like Buick and Lincoln, Jaguar is dead to me today because they don’t offer a single nice sedan for a buyer like me.
I did that exact same thing as a young fella, also in a brown one. And the old salesman – in retrospect, an enthusiast – very politely also talked me out of it. It was a simple kindness to a starry-eyed kid who’d read too many motoring magazines: he didn’t try to steer me into anything else they had.
I was told that the only reason Mercedes Benz cars in the US had the Daimler sticker in the lower corner of the windshield was to keep the trademark alive in the US. Not sure how true that is…
Most of the former Standard Oil companies do the same thing, Exxon-Mobil brands their diesel fuel “Esso Diesel” in the Northeast and Chevron runs one “Standard” station in each Western state.
The last year old the body style in the pics was 1987. I had an 84 XJ6 in the classic British Racing Green, then an 88 (new body) which was so bad that jaguar took it back and provided me with an 89 which I loved and kept for 4 years. The 88s were plagued with “new model” issues. The pics above are 1987, not 88
Such lovely cars always plagued with the typical British Leyland and Lucas problems or at least that was the prevailing opinion. Closer to home, my dad bought a lovely ’68 Rover TC 2000. His good friend, Bob bought a lovely ’67 Jaguar XJ6. The two of them (cars) spent a lot of time together in a local shop known for British car expertise. My dad’s car had a multiple failing starter Bendix problem. Bob’s car had electrical bug a boos I don’t recall. The cars spent so much time together in neighboring bays, we wondered and hoped for a perfected offspring version.
Both men kept their cars beyond 10 years, dad kept his Rover almost 20 years They loved them but bought back up Japanese cars. 🙂
Superb pictures. The paint is Chateau Quaff pinot, about a ’66. Delicious.
I too have idly replaced the bumpers from an S2. (Alas, I was caught, and had to put things back in order, but that is a story for another time, such as when I have finished making it up). At certain times, the rubbery ones don’t bother me: at others, they look like Arthur Daley nailed ’em on off a dodgy US Roller.
The wheels, incidentally, are called Kent alloys, though on this Jaimler, with the large D in the middle of each, I believe they are known as the Dent.
World’s best-looking car in (arguably) its finest form.
But then I remember Harry’s Garage, where the V12 on his XJ-C was rebuilt by a good specialist for a mere 20,000GBP (26KUSD), not including the replacement of the injection system with one that always works. So, a wistful but hard “no” it must ever be.