• 1993 Jaguar Xjs Convertible Review
• 1993 Jaguar Xjs Convertible Specs

This article needs additional citations for. Unsourced material may be challenged and removed. (June 2008) Jaguar XJ-S Overview Manufacturer Production 1975–1996 Assembly, England Body and chassis Chronology Predecessor Successor The Jaguar XJ-S (later XJS), a, was produced by the British manufacturer from 1975 to 1996.

The XJ-S superseded the (also known as XK-E) in September 1975, and was based on the. It had been developed as the XK-F, though it was very different in character from its predecessor. Although it never had quite the same sporting image, the XJ-S was a competent grand tourer, and more aerodynamic than the E-Type. The last XJS was produced on 4 April 1996; by then 115,413 had been produced during a 21-year production life. The model was replaced by the.

Jan 5, 2017 - The Jaguar XJ-S was built from 1975-96 and was the most. Differential, distributor, electrical system, emissions controls, exhaust. However a five-speed Getrag manual gearbox was introduced in. The V-12 coupe was discontinued, but the convertible V-12 was available through 1996 on special order. Feb 5, 1993 - See what Los Angeles Times has to say about the 1993 Jaguar XJS. Fed by a 120-amp Nippondenso alternator replace old wiring that before.

1975–1981 XJ-S (Pre H.E.) Overview Production 1976–1981 14,800 built Body and chassis 2-door Powertrain 5.3 L Dimensions 102 in (2,591 mm) Length 191.72 in (4,870 mm) Width 70.6 in (1,793 mm) Height 50 in (1,270 mm) The XJ-S was launched on 10 September 1975. The development, directed by William Heynes had begun in the late 1960s as project XJ27, with an initial shape set by, but after his death in 1970 it was completed by the in-house Jaguar design team, headed by Doug Thorpe. Power came from the with a choice of a or, but the manual was soon dropped as they were left over from V12 E Type production. Automobiles were unusual at the time; Italian luxury sports car makers and produced such models.

The specifications of the XJ-S compared well with both Italian cars; it was able to accelerate to 60 mph (97 km/h) in 7.6 seconds (automatic) and had a top speed of 143 mph (230 km/h). The first series of XJ-S cars had a Model 12 transmission with a cast-iron case and a bolt-on bell-housing. In 1977 GM transmissions were fitted. The TH400 transmission was an all-aluminium alloy case with an integrated non-detachable bell-housing. The XJ-S was originally supplied with SP Super E205/70VR15 tyres on 6K alloy wheels; British police upgraded their Jaguars to a higher-performing 205/70VR15 XWX. Jaguar's manufacturing timing was not good; the car was launched in the wake of a fuel crisis, and the market for a 5.3-litre V12 grand tourer was very small. The styling was also criticised, including the buttresses behind the windows.

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German authorities feared these would restrict rearward vision, and refused to give the XJ-S, and the similarly adorned, type approval: it was for a time necessary instead for German XJS buyers to obtain road approval for each individual car when registering it. Such fears were ill-founded, since in reality the rear visibility was very reasonable, with only the frontmost top edges of the buttresses being visible when looking rearward. Jaguar did seize promotional opportunities with the television series. The New Avengers featured Mike Gambit who drove an XJ-S. Return of the Saint saw Simon Templar (played by ) driving an early XJ-S with the number plate 'ST 1'. Miniature toy versions were made by and proved popular.

In the early 1960s, Jaguar had turned down the producers of the earlier Saint series when approached about the E-type; a had been used instead. Responding to criticisms that the XJ-S was not a worthy E-type successor, revealed a sporty show car in 1978 based on XJ-S mechanicals and called Jaguar XJSpider; it never went into production. Jaguar XJR-S 6.0 V12 From 1988, a special high performance XJR-S version of the car was produced by JaguarSport, a separate company owned 50:50 by Jaguar. This car had a distinctive, special, and improvements. The first 100 of these cars were termed 'Celebration Le Mans' to commemorate Jaguar's at and only sold in the UK.

Between 1988 and 1989 a total of 326 XJR-S cars were produced with the 5.3 litres (5,344 cc) engine. After September 1989 the change was made to a special 5,993 cc (6.0 L; 365.7 cu in) with and, which had a top speed of 158 mph (254 km/h). This was different from the standard used in the late XJS models. The XJR-S stayed in the line until 1993 with power raised at 338 PS (333 bhp; 249 kW) @ 5250 rpm and 495 N⋅m (365 lb⋅ft) @ 3650 rpm of; a total of 787 and 50 cars were built for the world market. In the United States, to commemorate the spectacular launch in 1992, a limited number of 100 XJRS coupes and convertibles were produced for the American market only.

These included 22 Signal Red coupes, 22 Signal Red convertibles, 22 Jet Black coupes, 27 Jet Black convertibles, 2 Flamenco Red coupes, and the Silver Frost 'Press Cars' of 4 coupes and 1 convertible. Lynx Eventer A number of XJS's were modified by coachbuilders Lynx to create a three-door shooting brake, marketed as the Lynx Eventer. Records suggest that 52 pre-facelift XJ-S, and 15 post-facelift XJS, were adapted, with 18 LHD and 49 RHD. Motorsport For 1977, the 'Group 44' racing team had a very successful season in with a race car based on the actual production XJ-S chassis and running gear. The team won the series' 1977 drivers' championship cup for Bob Tullius but missed winning the manufacturer's title by two points (only one Jaguar was competing in the Trans-Am series compared to many more entrants). In 1978, a purpose-built tube-frame 'silhouette' style XJS race car was constructed which greatly reduced the weight compared to the full production chassis car campaigned in 1977.

This had only the production car's roof panel as the sole piece of factory XJS sheetmetal on the car. Group 44 succeeded in again capturing the driver's championship for Bob Tullius and also captured the manufacturer's title as well, by entering Brian Fuerstenau driving the 1977 car at some venues to gain additional manufacturer's points for Jaguar. The silhouette car survived and has surfaced recently in the SVRA historic sports race series. The 1977 factory chassis race car is believed to still be in the hands of Group 44's Bob Tullius. In April 1979 a Jaguar XJS driven by Dave Heinz and Dave Yarborough was entered into, widely known simply as the Cannonball Run.

They completed the 2,863 miles (4,608 km) from New York to Los Angeles in a record time of 32 hours and 51 minutes, a record that stood for 4 years, until it was beaten by David Diem and Doug Turner in a. Diem and Turner covered the same distance in 32 hours and 7 minutes on the, an unofficial successor to the Cannonball Run.

In 1982 's had entered a team of the V12 XJS' into the, the cars built to the 's rules. The XJS won its first race that season when Walkinshaw and Chuck Nicholson won the XIV Grand Prix Brno, the Jags simply proving too fast for their rival and opposition with Walkinshaw qualifying 5.37 seconds faster than anyone else on the 10.925 km (6.789 mi). After more victories for the teams Jaguars in 1983 (including lapping the 20.81 km (12.93 mi) circuit in 7:56.00), the TWR Jaguars were the cars to beat in the ETCC, with Walkinshaw claiming the 1984 ETCC Drivers' Championship. During the championship season the TWR Jaguar team also won the prestigious race with an XJS driven by Walkinshaw, and, proving not only the speed of the cars, but the reliability of the 5.3 litre V12 engine. By 1984 the TWR Jaguars had a new challenger in the ETCC. The turbocharged run by arrived on the scene and had the speed to match the V12's, though with turbocharging new to touring car racing it took a number of races for reliability to match the cars speed.

By the end of 1984, the TWR developed V12 engines in the XJS were producing approximately 450 bhp (336 kW; 456 PS). By 1985 the XJS had been retired from European competition and TWR was committed to running the in the ETCC. Walkinshaw had been to the at the in, to co-drive a locally developed XJS with Aussie.

Walkinshaw qualified the V12 Jag in provisional 7th place with a 2:16.09 lap of the 6.172 km (3.835 mi) circuit, recording 290 km/h (180 mph) on the 2 km long Conrod Straight, with the promise of more to come in the 'Hardies Heroes' Top 10 runoff through the use of special tyres. However, the tyres failed to arrive at the circuit in time and Walkinshaw eventually qualified 10th having to use front wheels on the car as no suitable rubber was available. Clutch failure saw the car fail to get off the start line and a helpless Walkinshaw was hit from behind by a, causing the car's instant retirement and the race's first ever restart after the track was blocked at the start/finish line. And won the at driving a Jaguar XJ-S The was determined to come back in 1985 and win the race in the first season of Group A in Australia and in 1985 the three TWR XJS Jaguars were brought out of retirement for the. The cars were clearly the class of the field, finishing Hardies Heroes in 1st (Walkinshaw/Percy in #8), 2nd (/Ron Dickson in #9) and 6th (Goss/ in #10). This time the cars got off the start line and Walkinshaw and Percy dominated most of the race, only losing the lead to the Goss/Hahne car during pit stops (the Allam/Dickson car went out on lap 3 with engine failure). The drivers of the #10 car, who had to battle a broken seat which was held loosely in place by straps and cable ties for well over 100 laps, sat in second most of the way until a split oil line late in the race cost the Walkinshaw/Percy car 3 laps and any chance of victory.

Winner Goss won his second 'Great Race' while Hahne, who had won the Group A category in the 1984 race driving a TWR Rover, maintained his 100% record with his only win. After having the oil line replaced, Walkinshaw resumed in 4th place but easily caught and passed the of in the last laps to make it a Jaguar 1–3, with Walkinshaw following Goss across the finish line in a formation finish. The TWR XJS Jaguars were next seen late in 1986 at the in in what was meant to be its Group A swansong as it ran out of homologation in at the end of the year. Against old foes in the BMW 635 CSi and Volvo 240T, as well as newer Group A cars such as the Australian and the turbocharged, Walkinshaw qualified the XJS on pole, proving how competitive the car could still be in (the cars had been entered in the and had undergone testing and development which gave a reported extra 50 bhp (37 kW; 51 PS), though ultimately did not race due to a lack of money from Jaguar Rover Australia to help with freight costs). The Fuji race saw the Walkinshaw/Percy car lead the race until retiring on lap 6 with no oil pressure after easily holding off the 420 bhp (313 kW; 426 PS) Holden Commodore of on the circuits 1.5 km (0.93 mi) main straight, while the Hahne//Walkinshaw car only lasted until half distance before retiring with a broken differential. Despite not being eligible for Group A racing in 1987, TWR ran their two Jaguars in the in, under special invitation from the race promoters. Neither car finished with Walkinshaw/Percy suffering diff failure and the Hahne/Hulme car cutting a tyre resulting in a race ending crash after fighting their way into the lead.

1993 Jaguar Xjs Convertible Review

The cars then raced at, with Percy/Hahne giving the big cat a second-place finish in its final race behind the of Australian drivers. Australian privateer Garry Willmington ran an XJS in the and, and also the late season. While he reportedly had obtained more power from the V12 than TWR, Willmington didn't have TWR's resources to develop either the car or engine reliability and results were not forthcoming, though on occasions where the track had a long enough straight (such as in or the ), the Willmington Jag was usually the fastest car in a straight line. John Goss also ran his own privately entered XJS in the after Jaguar-Rover Australia pulled its backing of the proposed TWR return to Bathurst due to a severe downturn in the Australian car market forced him to defend his crown alone, though he did receive some technical assistance from TWR. Electrical problems in the race saw Goss finish 24th with veteran Australian driver Bob Muir. Today the XJS continues to be extensively campaigned in club level motorsport both in the United Kingdom and overseas.

1993 Jaguar Xjs Convertible Specs

Best known of the race series is probably the Jaguar Enthusiasts' Club XJS championship, currently in association with. Their championship has now been running for over a decade, offering an affordable entry into club motorsport in the UK, and continuing to attract large grids of this unlikely racing car.

Cars compete in various states of modification, from barely modified road cars through to full race-specification cars built in homage to the great TWR specials. References Notes.

Carefully reproduced from the extensive historical archives in the UK and USA, we are pleased to give you access to the original Jaguar publications needed to run and maintain your classic Jaguar, including parts catalogues, service manuals, technical information, owner's literature and lots of supplementary model and service information.