(first posted 7/21/2014) Poor Jaguar, they just can’t get a break, can they? For decades, tell any non-automotive person–and many gearheads as well–that you want a Jaguar and you are likely to receive a response approximately the same as if you announced you were going to jump the Grand Canyon on a moped. “Oh no! No! Don’t do it!” And that might well be for a relatively average Jaguar–say, a 1999 XJ8 sedan. But if you really want to instill fright and concern for your personal and financial well-being, there is really no Jag worse than a ’70s V12.
Cue the scary music! Do do do do dooooo….
Yes, the ’70s Jaguar–pick a model, any model–is the Rodney Dangerfield among fellow Jaguars, and never mind other makes and models. To hear many folks tell it, the ability to keep an XJ12 running requires a combination of skill, money, spit, baling wire, more money, Lucas factory-original smoke, and–you guessed it–more money! And then, even with serious commitment, it might run for two or three days before something else craps out, requiring another week in the shop and $1000 cash injection. At least, that is the word on the street and on the web.
1974 Jaguar XJ6 (and pretty lady)
If true, it is a shame, as the original Jaguar XJ6 and XJ12 were absolutely beautiful cars, inside and out. Even the larger bumper guards added to 1974 and up U.S. models didn’t detract from its elegant lines. Could it be the most beautiful sedan ever built? I think so…
1974 Jaguar XJ12 L (and another pretty lady!)
The XJ12 debuted in mid-1972. Initially, both standard-wheelbase and long-wheelbase versions were offered. LWB models got an extra four inches, all of it in the rear compartment, as can be seen in the two pictures above of a red XJ6 and a tan XJ12 L sedans from the 1974 U.S. brochure. And if I may digress for a moment, why can’t new car brochures have beautiful photography like this? It seems every 2014 car brochure shows a gray car in a gray background with just the hint of the driver’s head behind the wheel–if indeed any human being is included in the picture. How about some color, for both the car and the background, for crying out loud?
The XJ12 and XJ12L featured the same 5.3 liter aluminum engine as first seen in the 1971 E-Type V12 model. Brakes and tires were both beefed up over the six-cylinder model. An SI V12 took 7.4 seconds to sixty and 19 seconds for zero to one hundred miles per hour, but that was likely for the home-market version in Blighty, not the emission-spaghettied U.S. model. Fuel efficiency was unsurprisingly lacking with 11 mpg being the average. Total production of the SI XJ12 was 2,474 standard wheelbase models and 754 XJ12Ls.
The Series II XJ sedans made their appearance in September 1973. Whether equipped with the six or the V12, all cars received a higher front bumper and shorter grille to comply with new U.S. bumper regulations. A new instrument panel and redesigned heating and air conditioning system and padded steering wheel were also added, among other things.
The Series II XJ12 L had a total length of 195″, with a wheelbase of 112.75″. The home market V12 developed 285 bhp at 5750 rpm and 294 lb-ft at 3500 rpm. Zero to sixty was accomplished in 7.8 seconds, with a claimed top speed of 147 mph. The de-smogged US version made 244 hp at 5250 rpm.
While the XJ6 was no slouch itself, the primary goal of the V12 version was silence, smoothness and refinement. It was also a very complicated engine, with twin camshafts, twin fuel pumps, four Stromberg carbs and Lucas Opus electronic ignition. Beginning in 1975, it was fitted with Bosch-Bendix electronic fuel injection. Though the XJ had been designed with a V12 in mind, it was still a bit of a tight fit, and a very Rube Goldberg-like radiator, divided into two separate sections with feeder tanks on either side. Even the battery received its own cooling fan!
As you might expect, all of this complicated engineering resulted in trouble if not meticulously maintained. But considering a 1973 XJ12 L went for £4,702 new (approximately $11,400 in 1973 dollars), who wouldn’t? But the trouble came for the second, third and fourth owners. Defer maintenance at your own peril!
But the truth of the matter is, even when brand new these cars, despite their cost, luxuries and amazing engineering, were still a product of BL, with workers who may or may not have cared to do their best on any given day. So, even the owner of a brand-new XJ12 L–let’s call him Reginald T. Haversham-Fairthorpe III–could have had paint, assembly and mechanical troubles. Add the additional complexity of a V12 engine, and who knows what could happen. But obviously I have no experience with ’70s Jags when new–perhaps some of our readers can enlighten us?
But they were so pretty! Look at that beautiful wood dash! Plush leather! Snazzy roofline and oh-so-swoopy coachwork! Wouldn’t you love to go for a ride in this car, sitting in that leather-lined rear seat with ample stretch-out room, while nursing a gin and tonic and browsing the Daily Telegraph? I would!
I just love the interiors on these cars. I daresay that ANY Jaguar interior is a most pleasant place to be. Comfy seats, that oh-so-delicate gear selector, lovely wood trim and full instrumentation. What’s not to like? Well, Jason Shafer may have a bone to pick with that rather large console…
I spotted this butterscotch-hued Jag at the May 30 Classy Chassy car club cruise-in in Coralville, IA. I knew even from a distance that this was something special, but as I got closer I noticed twin cylinder banks instead of one. Hey, this is no XJ6! Could it be…?
Yes, indeed it was. I was so stoked to see this car! I have never, ever seen one of these in person, and I was just smitten with its condition and striking originality. So pretty! So rare!
I spoke with the owner, and he confirmed it is a real V12, and that he and his brother were able to get it running. I have to give them a big, BIG thumbs up for getting such a neat and uncommon car running, to take to shows and just plain enjoy!
True, she has a bit of rust and a bit of wear, but that just adds character!
And if the sedan doesn’t float your boat, the V12 was also available in the gorgeous XJ12C coupe. Good luck finding one of those, though!
According to my 1974 Jaguar brochure, the U.S. XJ12 L featured twin SU fuel pumps, Opus Mark II electronic injection, four wheel disc brakes, dual 12-gallon fuel tanks (sound familiar, Keith?), four Zenith-Stromberg carburetors, radial whitewall tires (steel-belted on XJ12s), automatic transmission and an AM/FM multiplex radio with four speakers. 244 hp. I wonder how much the emissions add-ons affected performance?
Ah, who cares, when you’re rolling down the boulevard in your beautiful XJ12, with the factory speakers belting out “Hotel California,” with no particular place to go. Yes, Jaguars have a pall of unreliability hovering over them, but just look at it! Who wouldn’t be proud to have one in their garage?
Judging by the driver’s headrest, I’ll say someone has a hint of whiplash!
They really crammed the engine compartment full on V12 Jags, didn’t they? No wonder they have a reputation for running hot…there’s no room for air!
Does anything look better on the side of the road though? 🙂
These Jags will forever be associated with Pam Grier in my mind, and this car is a dead ringer for hers to boot! As the story goes, back when she was with Richard Pryor, they had a horse named Ginger. Somehow, Ginger was injured very badly, and before you know it, Pam is stuffing the horse into the back of her Jag, dragging Richard along in the front seat wearing only a bathrobe. She recalled attracting a lot of attention flying down the 405 doing 90 mph, rear end dragging, horse and all, to get to the vet. I remember her saying something to the effect of “I may have killed that Cat, but I saved the Horse.”
I love that story. I also love Pam Grier.
And another Richard Pryor story with cars and wives/girlfriends – was that he had a row with one of his wives (I think it was Jennifer Lee) – he shot his wife’s car with a firearm.
Just re-read this post and I thought to myself “I’m remembering this wrong?”….
Nope: https://news.avclub.com/allow-pam-grier-to-tell-you-about-the-time-she-saved-ri-1834815041
Pam is a legend we could only dream of, seriously.
Sorry, I try to avoid criticising the federalization of automobiles on CC but that rear bumper and those side reflectors along with those garish chrome wheel arch embellishments just ruin the effect for me. I’m actually surprised, Tom, that you’ve never seen one before given the euro skew to your parents car ownership. My fave is, and will always be, the Mark 10 but credit where its due. The XJ is the finest looking low line saloon ever designed. Better than my W116, better than all the Quattroportes, better than the Deauville, better than both Towns Lagondas, even better than a land crab.
And marginally better, by a cat’s whisker, than the CX.
…but I would have your 116 ANY day over ANY Jag!
As a car that’s parked out in the street that needs to start everytime, I agree. But the XJ is such a looker.
Those wheel arch embellishments are not stock. The car would look much better without them.
I think he meant he’d never seen a V12 XJ. They weren’t any too common, especially in places like Iowa. The XJ6 outsold it by a huge margin.
Yes, that’s what I meant.
That’s what I meant too. I thought the US was lousy with them, relatively speaking.
I’m not sure on Series 2 XJ12 production numbers but I bet they weren’t large in the face of the fuel crisis, and there were only 3300-odd Series 1 XJ12’s built world-wide.
The 327 Chevy swap at least leaves the 5.3L badges correct!
Thirsty temperamental ,fiendishly complicated brutes to work on with expensive parts,rust prone.I still want one!
My brother’s mate bought a non running V12 in the 80s and soon spent more than he paid for it trying to get it to run without success.The Jaguar bug bit him hard he has an XJS V12 which is pampered like a pet but still has the odd expensive breakdown
The only one I had much contact with was reliable driven hard serviced correctly and problem free and owned by a woman.
I have a right hand drive 1974 XJ12 V-12….thinking of selling it. 70,000 original miles..it’s been in a heated garage for 30 years. Last was started in 1987(?) because the Title was lost. I’m working on replacing the paperwork, but simply don’t have time to start working on this project. I have lots of photos, but not sure how to load them. I’m new to this site, but would appreciate any feedback. Car is perfect interior wise. All leather, door panels, woodwork, etc is stunning. It has a tiny area of rust(quarter size).. All chrome, stainless and butterscotch is perfect otherwise.
Check YouTube to find what it takes to remove head[s].
HAHAHAHAHAHA!!!!
Nice photography, good brochure, lovely models……HIDEOUS car!
My name is not Reginald but I had a 1980’s XJS-HE with the (in)famous V12 from when it was only 4 months old. The car was the same butterscotch as the sedan above with similar coloured interior. I got a new job and took over the car as a company vehicle from the guy I replaced. Within 2 weeks I began to think he left the job just to get away fro the car!
It was so unreliable and unpredictable that I NEVER had any confidence that I would reach my destination – this in a six month old expensive GT car! So often was it off the road and so often I was having long chats with the service manager at the dealership that it was becoming a full time jib trying to keep it going – again I stress this was a new car.
On an XJS the interior looked nice but was horribly cramped and shared all manner of switches and fittings with Leyland Marina’s. Handles would seize up, screws would fall out of the underside of the dashboard, doors would sag due to poor hinges, instruments would fail and lights go out – all this PLUS the joys of ridiculous mechanical problems as well.
Finally the engine blew up and I managed to convince the dealer into giving me a new Daimler Sovereign sedan instead – basically an upmarket version of the XJ 6. That car gave no real trouble at all.
My advice to anyone contemplating a V12 Jag : DONT. DO. IT…..EVER…AT ANY PRICE!
You have been warned.
The Jag V12 engine earned its reputation honestly. It really is a stinker. I know Jag mechanics who won’t bother with them; swap in a Chevy 350 and call it good. The big six is a different story.
I used to know a mechanic who did a steady business repairing Jags. He had one customer who drove his brand-new XJ6 straight from the dealership to have him replace the engine with a Chevy 350 motor. Didn’t want a penny for the motor, he just wanted it out of the car immediately — he’d been burned too badly before.
My parents were looking for a house to buy in Far North Dallas in the early 1980s. Our realtor drove us around in her maroon Jaguar XJ.
At one point, I was wondering whether it had a V12 motor because of brisk acceleration. The realter looked at me squarely and said gleefully, “Chevy 350”. She saw my puzzled expression and laughed like a witch in the Wizard of Oz.
The realtor explained why her Jaguar had a Chevrolet V8. She loved her Jaguar so much but had the motors switched as a safeguard. Imagine losing her potential clients and commissions should the Jaguar straight six throw a hissing fit.
It’s almost a shame the US export cars didn’t arrive as glider kits.
The true British car, no matter what its reliability problems. And why is it that nobody complains about the repair costs (insane, to put it mildly), the need for constant and never-deferred service, and an incredibly healthy bank account to keep a Ferrari, Lamborghini, Maserati . . . . . . or Alfa Romeo, for that matter . . . . . . running? But its a knee-jerk reaction to bitch about a Jaguar for doing the same thing.
Own exotic Italian, and the bankrupting potential of their cars is considered a point of pride. Own the equivalent in British, and its automatically assumed that you’re sending it to the crusher immediately, unless you’ve lost your mind.
Give me British any day. There’s something quiet, classic and comfortable about their cars that the Italians can only answer with raucous and loud.
Lancia. The British Italian.
That’s a double negative…
Lancias were overengineered marvels, and the vast majority of mechanics in the day never experienced that kind of advanced technology, so shade tree mechanics need not apply. Then, in came Fiat, and out went the innovation (and quality). Regardless, Florida I wishes you a warm welcome to the future, circa 1956 ;
Imagine if a certain merger had happened decades earlier and you could get the ’70s Lancia Gamma (the “big” one) stock from the factory with a 318 and Torque-Flite 727…
– Poor, no shamelessly bad built quality
– Shoddy electrics.
– Rotting bodies (rear wheel arches)
– Leaking engines
– Lousy components.
I don’t care, I love these cars, had a few 4.2’s at the time you’d buy for next to nothing.
The one I deeply deeply loved was a LWB 3.4 chocolate brown, manual gearbox with O/D and an electric sunroof. -ex Mr van Melle, the Dutch sweets manufacturar’s personal car. the Mentos man !
Of course I could not afford the running costs, but the purring engine, the twin fuel tanks, (the fuel gauge always reading E with me), the soft but firm and communicating roadholding, I’ve been -not- seriously looking for one of these big cats for years, and the moment one crosses my path that thicks all the boxes, I’ll be in Jaguar land, or car-nirvana.
Jaguar never made a more stylish saloon or sedan after these, maybe the Mark X, but certainly not the nice but bulldog lookalike Mk II, nor the younger variations on the XJ-theme cannot steel my heart.
This one profoundly has.
These to me are Citroën DS league, ’63 Buick Riviera, Phantom jet fighter, Concorde, Sydney Opera House, Frank Lloyd Wright’s falling water house, the British red telephone boot, Alfa Giulia, or an Iso Rivolta.
Only a Series II for Rammstein Bitte. !
Series II for me too. The Freshmaker!
+ 1 for the odd love of British cars , BL products in particular .
I like ’em smaller and if a Jag I’d be having a 6 Banger as they’re incredibly nice drivers .
I’m a serious Mercedes fanboi but I never get the W-116 love , not after having worked on them , no thanx , not even the 60K original mileage Diesel one given to me ~ I didn’t take it , called the P.D. and reported it as abandoned junk .
-Nate
Great car Tom – just look at it!
The wheelarch trims and door bump strip are not stock and it would be better without them. The US bumpers do not help much either.
But who cares – its a V12 Jag, and thus one of the best cars in the world, ever, since the beginning, and always will be.
Though Edward Elgar’s Nimrod might be more suitable than the Eagles!
I still remember chatting with a gentleman cheerfully working on his XJ on a side-street in Newport Beach while his wife shopped. There was a committed Jag owner. I suppose wives of such men have to be philosophical: better than a real mistress.
The Acura NSX still doesn’t compute to me: a supercar that didn’t break down. That was automotive heresy.
I can hear it now:
“The damn car broke again! Hank, you need to get rid of this piece of junk”
“Honey, I can fix it. They’re bringing me the parts. I can keep it from being towed. Here’s the credit card. Go shopping!”
“Okay!” Wife walks off happily.
Being Newport Beach, I’d wager she spent more on clothes than he spent on the Jag that day…so it’s a happy medium and a weapon to keep in reserve if she resumes the Jag agitprop campaign.
Even in my worst masochistic moments, there’d be no way I’d have a Jag
+1 ☺
I had a ’72 XJ6 for about 6 years in the mid 80s and loved it. Stumbled upon a weathered but rust free example for almost nothing, impulsively bought it, restored the interior and paint, and enjoyed every moment of ownership. Contrary to reputation, I never had a significant issue with it, just a center u-joint carrier that would sometimes clunk under hard acceleration. One of the features that immediately come to mind on mine were the two knurled thumbscrews on the center dash panel. Remove them and the hinged instrument panel tilted downward allowing full access to the backside. I ultimately sold it for exactly what I had into it. I still miss it.
“that oh-so-delicate gear selector”
Sheesh, the Series II cars had ’em too? One of my least favorite parts of these Jags’ interiors is that cheesy shifter. Every time I see, much less operate, one I can’t help but wonder why they couldn’t have sprung for something more substantial.
And as for the cramped interior (mentioned in a comment above): even at a mere 6′ tall, I can’t comfortably enter or exit the driver’s seat in one of these. A multi-step maneuver is generally required.
I still find it strange that, at least on my Series III car, the column telescopes but yet lacks tilt. That would make a world of difference, both in driving comfort and ease of entry/exit.
Syke,
Not sure why the new mobile site won’t let me reply directly, but here goes:
You have to remember that Jaguars were relatively inexpensive cars at the time, in comparison to their capabilities, at any rate. Someone who could afford a Ferrari could afford to keep it up. This wasn’t necessarily the case with Jaguars, especially as they became used cars.
I would argue that Italian cars that depreciated a lot got the same reputation – Maseratis were a punch line in the US after their disastrous 80s models, for instance.
I also think there’s a difference between a car with expensive maintenance needs but which, if satisfied, makes for a reliable car, and a car that simply breaks in expensive ways with some frequency. The impression that I get is that Ferraris – at least the older ones – are actually quite robust machines if you follow the recommended service intervals. But no one is going to tolerate a car that simply can’t be counted on to reach its destination.
Joe, excellent points and I can assure you there is no such thing as a robust V12 Jag irrespective of the work done on it!
I made a big thing of my love for the S3 XJ over on the Mark X thread a few days ago. The S2 on the other hand…..nah.
Not quite as pretty, shocking reliability and build quality (even the S3 was shonky I’ll admit) and built by a lazy, uninterested workforce more interested in striking that building cars. There is a rumour that the S2 coupe had a vinyl roof to hide the cut and shut of removing two doors, though I believe this has been proved false.
The 1970’s under BL really were the low point for Jaguar. Things picked up under Sir John Egan during the 1980’s.
Me having issues with consoles? Tom, what ever gave you that idea?
But, yes, it does look a wee bit intrusive but seems to be so polite about it. It also looks infinitely more tasteful than some others, as it sits lower and appears (at least from this low resolution monitor) to be leather covered, not molded in cheap, black plastic.
From what I’ve always heard, and from comments above, these Jag’s must be like the neighbor’s wife….admire all you want, but keep your distance.
What was wrong with those cars was not the basic engine design but the bits around it (fueling, ignition, ventilation). The V12 actually had a bullet-proof bottom end and in race trim could be made to produce reliable 600 hp to last endurance races (hence compatible with similar size NASCAR engines). The dud was (by that time) the XK unit which was nice for tootling around at 60 MPH with short bursts to 90-100. However, woe betide any one trying to replicate those higher speeds continuously. They really needed to have the AJ16 in 1969, not 1982…Yes I did work on them in the 90s and early 00s. Rust wise they were no worse than anything else produced at that time. By the early 90s however any car I did got treated to a healthy dose of Waxoil which put an end to rusting even in the UK.
Just my 2c…
The V12 did have a strong bottom end, and could be made to race successfully, but it had a bad habit of spilling its coolant internally in places where it wasn’t wanted, among other annoying habits. The result all-too often was this, something that was very expensive to fix, and often not even worth it economically, in an olde car.
The XK unit may have been not the thing for high-speed racing, but it has a much better rep for staying intact, and being much easier and cheaper to keep running. In an older car, that is a much better attribute than high-speed capability.
Paul,
I was looking at these designs in a timely context, i.e. when they were new – apologies for any confusion. IIRC a lot of the problems you described were due to bad maintenance (people not using the right cooling additives, cardinal sin on any aluminium engine) and after a certain date they were rectified (the last ones were really good engines and with the injection bugs exterminated). Also – from my experience – many of the V 12s were bought by people who hardly drove them, which led to lots of “Standschaden”… Of course, there was the chronic lack of quality control at the factory. Those were however not inherent faults (like one had in another BL-built engine of the same period: Triumph’s V8). The XK was a great engine in 1948. It was however developed in England during WWII, when Jaguar expected the return of the HP tax; hence the very long stroke. No problem in the UK where they did not have any Motorways until the 60s or the colonies where average speeds were even lower. However, by the time the XJ came out (and arguably before), the competition was Mercedes Benz and BMW, both of which had cars capable of the sustained magic 90-100 MPH. Today of course all XK-engined vehicles (or most of them) are owned by enthusiasts well aware of their limitations and who are not likely to try such feats, but we have to look at that engine in the context of when it was new… Blown up XJ 6s on the Autobahn were very much responsible for the terrible reputation Jaguar had in Germany and Austria. The AJ 16 corrected all that but it was at least 10 years too late, and it took Jaguar many years and owner changes to rectify the unreliability curse…
Best regards,
T
Mid 60s Vauxhall Velox & Cresta 6s had a cruising speed of 100mph as did big Austins, Wolseleys and Jaguars the German cars may have been ton capable but they sure werent alone or particularly reliable.
Bryce,
Maybe the ones you had downunder, but not the ones sold here…
Cheers
T
Maybe you need to check the specs on those cars they were designed and built for the unlimited motorways of the UK Good grief even my 55 Westy could crack a ton on the flat
T.Turtle: I understand.
FWIW, I was not aware of any bad rep of the XK engine at those speeds. I used to read auto motor und sport, and they always liked the XJ6 quite a lot. I never read of high speed engine failures, but then I don’t pretend to be familiar with them in detail. I’ll take your word for it.
Undoubtedly the XJ12 had greater potential for very high speed use. And it was a very capable engine. But its reputation as difficult and expensive to maintain over the long run is pretty solidly established.
Must bear in mind the XK unit won LeMans as well. My interstate drives would have been about 7 hours between 70 and 80mph; with slowing down for about five or six towns. Not quite the speeds TTurtle mentions, but definitely no problem.
Don; the racing engines were all the 3.8, which did have a commensurate shorter stroke and was much happier at high rpm. I doubt any 3.8s would have had a problem running at high speed; they were known to be very tough. The 4.2 had a pretty long stroke, and was known as a “torquer” compared to the 3,8, and didn’t actually make more hp (both the 3.8 and 4.2 were rated at 265 hp in the XK-E).
Correct you are, Paul. And T. Turtle is way ahead of me mechanically, but this is one of the great all purpose engines. I also recall a smaller version for racing, maybe I’m confusing with the 3.4. Will do some research.
There’s mention online of a 3 litre XK used in some Listers and also in the E2A prototype, but it doesn’t seem to have been successful. I’m probably going off on too much of a tangent, but this engine sustained Jaguar for thirty years including during their road and race golden period. I can’t post pics at the moment, but I’m seeing Stirling Moss cutting sick in a 3.4 MkVII saloon on a track. I’m really only about how a car looks, as long as it drives reasonably well, but my understanding of this engine is that it was one of the greats.
Gents,
To clarify: I’m talking about Autobahn speeds as was and is (although not as much as back in the day) possible in Germany and to a lesser extent Austria (until they became anti-speed). Jaguars simply could not hold such speeds hours on end like (say) the Mercedes 280S or the BMW E3 with the 3L engine. I am not saying there no exceptions and the different XKs varied to a large degree (3.8, good; 2.8, appalling) but any long stroke engine will struggle at higher revs. There is, of course, a solution to this – many years ago I used to work for this chap who “Autobahnized” XJs. I was the body man but did turn my hand to mechanical work when help was needed. The recipe he had was as follows (apologies for not being 100% specific, it was long time ago):
— 4.2 L engine, hot tanked, blueprinted and balanced + moderate port & polish;
— German Mahle (or KS) pistons + rings (no change to CR);
— 4sp + O/D Jag box;
— SUs optimized on rolling road;
— thermostatically controlled oil cooler;
— V12 rad or extra core added to 6 cyl rad;
— diff from the automatic model (lower numerical ratio. Incidentally, all, or almost all, Austrian spec XJs had LSDs which was of course a bonus);
— Polyurethane steering rack bushes, re-valved PAS pump for better feel;
— 6 yellow Koni shock absorbers;
— BMW E39 steel wheels (same PCD as Jag) to enable modern rubber without looking silly.
There might have been one other mods but this was basically it. As result you had an engine that developed REAL 250 hp at the flywheel (net), was smoother and revved higher. Due to the combined g/box + diff ratios it was revving something like 2800 – 3200 RPM at the speeds I mentioned – utterly safe. I suppose what we did was build an engine like they do at Mercedes Benz, or repeated what Jaguar racing did to their racing engines but without the high compression or mad cams…
Lest anyone get the wrong impression: I love XJs. To me, with modern rubber and some light modifications those are some of the best handling sport sedans ever – they feel a lot smaller than they ought to, corner flat without the German cars’ harshness or their tendency to swap ends in extremis. It’s just that they were, factory fresh… never finished.
Cheers
T
PS: Anyone considering one of these cars (XJs) should aim for the Series I 6, they are lighter and less complicated than the later cars – you don’t need to be a mad British Professor to maintain one. And they’re better built.
The 3.8 (and 3.4) XK engines did not, in fact have a shorter stroke than the 4.2. All of these displacements had a 106 mm stroke. Additionally, the 4.2 was redlined at 5000 rpm while the 3.8 was redlined at 5500 rpm.
Tom Walkinshaw Racing successfully campaigned V12 Jaguars for many years XJ12 won the Bathurst touring car race when world regulations were permitted. A round track parade like NASCAR isnt racing no tight corners no elevation changes no hard braking its kiddie car racing.
I just remembered one good piece of engineering in the XJ12: The THM400.
2 good pieces……..the air conditioning was partially or all GM-Frigidaire-Harrison components too.
Not until later, though. The TH400 was adopted in the spring of 1977. Before that, the XJ12 and XJ-S had the Borg-Warner 12.
Durability in racing terms is not the same thing as reliability for street use, though. Racing engines undergo a specific type of very stressful use, but they’re also constantly fussed over and are generally rebuilt after every few races if not every race. They also don’t have to deal with a lot of part-throttle, cold-engine stop and go (which is really quite hard on an engine), indifferent fuel quality, or add-on emissions equipment like air injection pumps.
The Group 44 racers also had dry sump lubrication with 30-quart oil capacity (!) and themostatically controlled twin oil coolers, although interestingly Group 44 did keep the stock radiator.
Let’s give the Jaguar V12 a big hand,it was the first mass produced V12 since pre war days.V12 Italian exotica doesn’t really count as a mass produced engine.
In the U.S., the Lincoln V-12 was built through the 1948 model year, but you are otherwise not far off. Sadly, the Lincoln V-12 was also a problematic design. Has there ever been a good mass-produced V-12? You would have to go back to the 1930s in the States, and even then, “mass produced” would have numbered little more than 4 figures in annual production.
I forgot that the Lincoln V12 was still around,was it updated or the same pre war design?
Any updates were minor ones. Actually, they had enlarged displacement to something like 306 cid for 1942, but went back to the 1940-41 displacement of 292 cid due to casting problems and thin cylinder walls.
The Toyota V12 that they use in the Japanese only Century, I would imagine that would probably be a pretty trouble free V12.
+1
I would probably add the Mercedes V12 that was in the S-classes in the early 90’s the M120 6.0 V12, though probably not as reliable as the Toyota one, I imagine these are pretty durable if well maintained.
It would be fun to find out if the 1GZ-FE is in Toyota’s part database. Might cause some confusion with the staff.
Trouble-free no doubt, but with the number of Centuries made, I don’t think you could call it a mass-production engine. 🙂
I would love to hear a debate between experienced owners of these and experienced owners of the 1936-48 Lincoln V-12. Really, the original Continental may be the perfect analog to the Jag V-12. Both were stunningly beautiful, very expensive cars saddled with powerplants that seemed impressive to the uninitiated, but which were short-lived and very expensive to maintain.
I suspect that the preferred car depends upon your continent. Stateside, the Lincoln would probably be the safer bet, while in Europe, the Jag would not be quite so exotic.
A beautiful car. Like some others, one of these could tempt me (if I had no job to sap my free time and a bazillion dollars to pay Nigel the mechanic).
My dad had a Jaguar XJ6. it was as beautiful a car as one could buy, unfortunately, it was just as unreliable. Its straight six engine ran reliably enough, but its electrical system was awful, at best. I don’t know how much the car would be worth now, since it’s been parked outside in the elements. But I’d recommend anyone who would want to buy it find someone who’s good with Jaguar electrical systems and a good body shoppe.
One of my employers wife had a XJ12 drove it for many years without problems a beautiful car, she eventually traded it on a XJS coupe which also ran faultlessly, their other car was a 12 cylinder 7 series which was often seen leaving the farm behind a towtruck it was incredibly unreliable and was replaced as soon as the warranty expired with a Statesman but those Jags just soldiered on, the only time I saw smoke coming from that red XJ12 was off the rear tyres, that car wasnt babied.
4 carburators and a fuel injection? Am I reading this right? – ” XJ12 L featured twin SU fuel pumps, Opus Mark II electronic injection, four wheel disc brakes, dual 12-gallon fuel tanks (sound familiar, Keith?), four Zenith-Stromberg carburetors, radial whitewall tires (steel-belted on XJ12s), automatic transmission and an AM/FM multiplex radio with four speakers.”
very cool car
There’s something odd here: the Encyclopedia of Imported Cars and the automobile-catalog.com both say the XJ12 got fuel injection in 1975. Yet this car has the SU carbs. Either this is actually a 1974, or it was retro-fitted with the carbs.
I am actually not certain of the year of our featured car. The owner told me, but I forgot! And I had a 1974 Jaguar brochure in my collection, so that’s what I went with.
But your title says “1975”. Or it did; I’m changing it to 1974, because that’s obviously what this one is, since FI came in ’75.
That’s fine; thanks. Probably should have put ’74 in the first place, as that 1974 brochure is where most of my figures came from.
I think it’s entirely possible it’s a ’75, since injection was added mid-year, not at the beginning of the model year. That would make more sense than going to the trouble of retrofitting carburetors (which would also probably be illegal in the U.S. for emissions reasons, although if a car is old enough to no longer require inspections, no one may actually care).
If I see the car again, I will find out the year. I dimly recall the owner saying it was a ’75, but I honestly don’t remember.
The issue here is the word “injection.” The Lucas OPUS system was an electronic ignition system, not fuel injection. (OPUS was an acronym, the full meaning of which escapes me at the moment — the “OP” was for optical position.)
The injection system subsequently added was Bosch D-Jetronic, built by Lucas under license. The information I have indicates that injection was added to the U.S. XJ12 in spring 1975 and was thus a mid-year addition (meaning that there would be early carbureted and late fuel-injected ’75s). All XJ-S engines were injected.
Incidentally, it’s worth noting that the V-12 was supposed to have fuel injection from the start, but the original AE Brico system didn’t work out and it was a while before Jaguar adopted the Bosch system.
Jaguar fuel injection parts would come in to the dealership with Lucas sticker with Lucas part # over the stamped-in BOSCH & Bosch part #.
Hmm. That color. Deeper than Artificial Limb Beige, less pinkish than Hearing Aid Beige. Smoker’s Teeth Beige?
1975 Frigidaire Harvest Gold!
Lincman that must mean electronic ignition, the V12 didnt get efi until years later (the XJ40 version?).
See my comment above: 1965 XJ12s are listed as having FI (at least in the US). Why this one doesn’t is a mystery. It’s either a ’74, or has been retro-fitted with the SUs.
The SUs would probably be more reliable. But have fun balancing the tune on four of them!
Early V12s had 4 Stromberg carbs.
You are right of course Paul, I was probably thinking of the HE engine
The XJ12 got injection in mid-1975 as mentioned above. Late U.S. Series 2 XJ6s got it as well, as did all Series 3 4.2 cars. (I don’t recall if the 3.4 ever did; that one might have retained carburetors until replaced by the XJ40.)
What a gorgeous car. Bad color, and unfortunate wheel arch trims, but a beautiful car nonetheless. But I love the Series II XJ’s–just something about them that resonates with me especially as a coupe or a LWB.
I had the luxury of seeing one of these several times a week for several years–a professor in electrical & computer engineering at the university I worked at had one. A Series II V12 LWB, much like this one. Except a lovely color of metallic rose rather than this butterscotch-y hue. It was reliable enough for him for near daily driver service, as it was there more days than not. Not bad for a 30 year old V12 Jaguar (this was in the mid 2000’s). I always had to stop to admire that car. Instant love. Who knows, maybe the V12 had been replaced with a six or a 350; don’t recall ever hearing it run and i certainly never asked. But it looked mostly original otherwise.
One curious exception though–my memory is telling me it wore a “sovereign” badge. But that was the Daimler version, and the one I remember certainly wore a leaper and a non-fluted radiator shell. Hmmm.
Your memory could well be right, Chris. I too remember a Jaguar Sovereign – maybe they were phasing out the Daimler name but kept Sovereign for a higher trim level?
The Daimler Sovereign survived well into the XJ40 era, so it was not phased out until considerably later. However, Jaguar also used “Sovereign” as a model name in markets that didn’t have Daimlers, including the U.S., which had a mid-level Jaguar Sovereign model (above the XJ6, below the Vanden Plas) from 1990 to 1992. I don’t know of any Series II or Series III Jaguar-badged Sovereign, though.
Coincidently picked up an amazing book on the genesis of the XJ40 today. Very well researched and features a pic of an SIII ‘Jaguar Sovereign’. The text mentions that with the introduction of the HE V12, the Daimler grille was dropped and that model became the Jaguar Vanden Plas.
It also has a long long wheelbase SI under consideration, with an extra four inches in the front door as well as in the rear door. Book was published in the UK. ‘Jaguar Project XJ40’ Philip Porter, Haynes pub.
Wow that coupe is unbelievable! Never even knew those existed. Too bad that beautiful body is a vessel for a maintenance nightmare.
I really like the mustard yellow color of the feature car. Looks great with that dark brown leather. I gotta admit….this is one of the very few 4 door sedans that actually has some style and presence instead of coming off like a big ugly frump.
Ford was widely panned for the last SJ it was involved with. Too retro. blah, blah, blah. It was beautiful like this car and competent. If a person thought BMW or Benz had it right, then buy one of those. It was always my favorite to sit in at the auto show.
Don’t forget Ford was involved with the current XJ, they only sold the company slightly ahead of its introduction. Which is what will make its replacement such a challenge for Jaguar/Tata.
Delco electronics and Chevrolet 350 engines make these reliable cars. And they already came with the TH400 trans and GM AC system. So if you turn it into a Chevy it’s a much better car.
The romantic in me would kill for ownership of a Jag 420G. The XJs’ are just so common. The practical in me says stick to my Mercedes. It’s twenty years old, 148,000Km on the clock, and the voltage regulator fitted separately to the Bosch alternator just went kaput the other day. Took two hours to remove, repair and return the alternator to it’s hallowed space.
The new regulator cost U$12.80.
Oh, how I wept with relief at the ease with which I ‘dodged the bullet’ yet again.
Bet not too many jag owners have ever had that experience!
I worked for a Jaguar dealer in 1973/4 as a 16/17 year old and drove many new and used XJ6 and XJ12 sedans.Great cars to drive but when I drove them off the ferry and 60 miles back to the dealer I discovered a problem.So the odometer would show minimal miles prior to delivery to the new owners,the speedometer was not connected,you had no notion of how fast or slow you were travelling.Also the electrical fuses were not in place,so on a hot summer day there was no aircon,no power windows or sunroof.Was like driving in a sauna.A local businessman brought his 2 year old and only 24,000 mile XJ6 in to the service department and the service manager told me the car needed an engine overhaul.I asked him why and he said the owner completed many 120 mile {one way}trips from city to city and that he doubted the owner warmed the engine properly before driving it rapidly.He said the engine was basically a highly stressed racing motor and when driven fast from cold it hastened the wear.I recall some XJ cars had a strong smell of petrol in the interior.All the mechanics complained about having to work on XJ12 engines.My immediate boss,the sales manager,would often have a 6 or 12 as his demonstrator and would ask me to do errands and take his car.There was an annual agricultural show and I had to work there and talk to potential customers.The main display car was a series 2 XJ6,in an odd colour,blue/green/aqua with a red leather interior,a combination I thought was ugly.A conservatively well dressed elderly woman came to me and asked about the Jag and told me her current car was a Jaguar and she liked the colour of the display car and agreed to buy it.She had introduced herself as Mrs M…..,I later discovered she was Lady M…..,a British Imperial honour,and when I delivered the aqua Jag to her historic mansion a maid in the typical French maids uniform invited me inside for a lavish afternoon tea.Lady M….. inspected her new car and then opened the garage door to reveal her trade-in car,an immaculate black with tan leather Jaguar Mk10/420G.It was a fun job for a teenage boy.
Interesting story, was this in the US or GB?
Carmine,no it was in a northern small city in Tasmania,Australia.Lady M……was a down to earth woman and most Tasmanians didn’t have a maid.I found it strange the colour combo of the XJ6 compared to the beauty of the black/tan MK10.I liked both cars but the MK10 looked more sharkish.
In 1979 it bought a 1974 Xj12l. When I was a child I loved Jags, while walking to school each day a gentleman had an XKE. I vowed that I would own one when I grew up. When I bought the XJ12 I test drove a 1974 XKE 12 Cyl. I came close to buying it. Since i had a wife and young son I bought the big Jag. The car had blinding top end speed. I had electrical problems sometimes. I always made sure that I had gas in both tanks because at times the fuel pumps would take a nap. Glad it had 2 of them. I loved the car tho.
Sad to hear the same old stories about Jaguar reliability and definitely not my experience. I owned a series 1 Daimler Sovereign 4.2 ( Daimler version of the XJ6 ) in the early 80s, it was a very reliable everyday car, supremely refined, much more so on British roads than American cars which seemed to shake and rattle over the small road imperfections but took the big bumps well. Had a V12 that was reliable but too thirsty, as was my last Jaguar, a 69 420G, had it in the early 90s, sold it to a German who worked for Mercedes Benz and took it back to Germany.
The first car I drove after getting my driving license was a 1962 Mercedes 220sb fintail, also owned a 78 Mercedes 350SE saloon in 83, and have driven almost every model of Mercedes. When it comes to expensive repairs, own a Benz and you will never complain about a Jag again, and Mercedes rust !
I have driven 1000s of miles in Britain in a 78 Fleetwood Brougham, liked it but the body shakes, and the quality of the interior was really only to the level of a British Ford Granada, definitely not Jaguar or Rover standard. Had a well optioned 78 Chevy 350 saloon which I did think was a fine car, de cat and a few other simple mods brought the power up to reasonable standards and it could shift, not too shabby in the handling department either, preferred it to the Fleetwood.
As a car enthusiast with a liking for American cars I drove and restored quite a few (63 Lincoln 4 door convertible, sheer class, 75 Eldorado Convertible, moment of madness, 72 Corvette roadster with 4 speed manual, wonderful). I have to disagree that 6 cylinder Jags are hard to service or repair in comparison. SU carbs are child’s play compared to American 4 barrels, and American cars always seem to have cracked cast iron manifolds with seized studs so repairing them was a pain. Electrics were nothing special, burnt out seat motors, flimsy switches etc. and just as prone to rust, even in the chassis which seemed to be devoid of any rust protection. When restoring the Eldorado, dropped a fuel line into a pint milk bottle to keep the engine free as the fuel tank was off. On choke you could see the level in the bottle drop rapidly, could not believe my eyes. In retrospect Europe is just not compatible with full sized American cars and their thirst
Today I drive a 2001 Rover 75 and 2001 Peugeot 406 Pininfarina Coupe, both utterly reliable, fast and frugal with different but distinctive styles, and absolutely no rust. Still want a Packard, 60s Corvette or Thunderbird though
just bought a 74 xj12 same color, same engine,nasty green interior,sadly not well maintained.
give the tires a swift kick and it loses a few pounds.
water pump broke and taken off found it laying in the backseat.
engine didnt seize up over the years it sat. hopefully can get the old girl running again
I ran a 1978 XJ12L as my daily driver in 2005-2007. It has been well maintained all its life and I tried my best to keep in top it. It cost about $8k a year in service. I could never get the bonnet springs adjusted properly, so it was always popping up on one side. I finally gave up on her because she developed the habit of shorting out random injectors. At one time she was running on 7 cylinders. But I still miss the sound of starting up that motor, and no car I’ve ever been in had a better ride/handling balance.
Cracks me up to hear how bad British quality control was in the 70s when cars from Detroit were delivered to dealers with mising badges ,bad paint .Rattles from doors due to loose bolts, bad smells from rotting line workers sandwiches left in doors. Volares and Aspens were a shinning example of quality..
It was an era of some terrible products that changed buying behavior. Only Japanese cars were generally decently put together and engineered, if prone to rust. American cars started improving in the ’80s, and German imports developed more reliable emissions equipment in the ’80s. British cars, on the other hand, pretty much packed up after their worst era. That’s why we remember them as being horrid. The Speke TR7 and Rover 2000TC were two of the least reliable cars ever documented in the US, and they were also greeted by critical acclaim. The disappointment experienced by stranded or financially harmed buyers was profound.
Jaguar stuck around while Austin, Lotus, MG, Triumph and Rover threw in their towels, but Jaguars aren’t volume sellers and neither Ford nor Tata ownership has done anything to improve on their reputation for crushing dreams.
I just have to chime in on this thread. I have owned a 1974 XJ12L in the featured car’s
colour (green sand) but have changed it to a 80’s GM dark green. This car has been
nothing but rock solid reliable for the 40 years I have owned it with the exception of the
Lucas OPUS unit giving out which they all did. The heat got to them. The standard fix
is to replace it with the Crane XR700 optical system which is a relatively simple install
and has proven to be a good unit. As a lark (to improve fuel economy) I got hold of a
1983 HE engine and put all the HE bits and heads into/onto my original engine block. I
had to do it this way as the 83 engine block will not bolt up to my BW12 tranny. This car was my daily driver in nice weather for many, many years and I was not shy about
using it’s considerable abilities. Again as a lark (I found I did not care so much about
fuel economy) I found and installed six Dellorto DHLA 40 carburettors. It took a bunch
of fiddling and fettling and fabrication of parts to get it all to work but the “oh, wow”
factor when you lift the hood is undeniable. The Dellortos actually run very well but
with the cost of low end power. They do make up for it on the top end though. I do
think the very early series 2 cars are the best looking of the range (1968 to 1992).
The small grill, low roof line and long wheel base of these cars combine to give it a
look and stance that attract attention wherever it goes. However, even I cannot
ignore the poor ventilation and very dodgy initial build quality these cars came with
from the factory. The build quality problems can be rectified when they crop up but
these are not cars for a long trip on a hot day.