It's also much more comfortable, with multi-adjustable seats that are comfortable with good support. Everything you need falls to hand thanks to well-integrated switchgear designed for the car rather than borrowed from somewhere else. It claims to be a four seater but that's more wishful thinking than reality: the rear seats are narrow with very limited headroom and legroom. Visibility is also generally poor - the car flows away from the driver to reach hidden corners.
It's a big car that would definitely benefit from parking sensors. The XJS interior is, even in our facelifted, timber-bedecked version, a bit of a letdown. The dashboard looks rushed - apparently it was - and badly built, with a horrible plastic grommet holding either side of the dial cowling in place.
You sit low, with a high central tunnel that gives a pleasing sense of GT decadence. But the seats are not that comfortable and the switchgear is scattered rather than arranged. Rear seat space is better than the XK8 - you could actually fit a family with teenage kids in here. Both cars have large boots. In the case of the XK8 the apparent need to fit a set of golf clubs explains the only weak point of the styling - a slightly over-long rear overhang.
As you'd expect, the later car has much-improved heating and ventilation. The XJS suffered from Jaguar's half-hearted approach to interior ambience at the time. Overall, it's on the inside that the XK8 takes a resounding win. It's cohesive, luxurious and almost beautiful. Exactly what you want from a GT car. Owning One. Both cars could be used as daily drivers, but it is the XK8 that inevitably better fits the job.
The seats and gearbox mean it is very relaxing, while the big boot makes it fairly practical. Neither car is going to save the planet but the 4 litre V8 will crack 20 mpg, a figure the daily XJS driver can only dream about. A later 4 litre 6 cylinder XJS would be a better option, but you're still stuck with a less comfortable interior and less flexible gearbox.
Even equipped with a V12 engine that tends to alarm buyers, the XJS' relative simplicity makes it much easier to own. This is a car from a time when bits physically connected to other bits, rather than via electronics. Things go wrong but as a general rule they are far easier to fix than the XK8. The six cylinder cars are simpler and the motors generally very robust.
Don't discount the V12 though - regularly serviced with correct coolant mix maintained these are durable, high mileage engines that don't need to be scary. The XK8 does go wrong. This is a complicated car built by a company not renowned for doing complexity consistently. That V8 can lunch head gaskets if not serviced properly - particularly the supercharged versions - and the gearbox causes problems if the fluid isn't changed well before the recommended intervals.
The electrics are plentiful and questionable - a ECU code reader would be a wise investment. Both cars rust. The XK8 is no better than the older car - the front floors rot out, the rear arches disintegrate and so do the sills. The XJS has problems with leaking windscreens, crumbling rear arches and holey sills. There are good specialists around to repair them both but, so far, parts supply is patchy - specialists like SNG Barratt haven't yet focussed on either cars so some parts like the trapezoid XJS headlamps are unavailable.
Despite these problems, neither car is any more risky to buy than a similarly aged car. The key to managing the risk and big bills is to research any car, check what work has been done and put some money aside for bills.
These are cheap cars right now - so put some of what you save aside for a rainy day. Buying One. So if you want one, there are plenty about. Which you choose will come down to those looks and how much you want a daily driver over a modern classic. Buying a XJS provides more choice.
There are many body styles - cabriolet, convertible and coupe - and even more engine choices: straight sixes of 3. Then there are the collectors impressed by the potential investment value.
There are so many different model years, colors, specifications, and other variables making it difficult to tell you what to buy simply. Much will depend on your own personal taste. More beneficial to the majority of potential buyers are aspects to look out for. These engines experienced problems, particularly in the US, where fuels had higher concentrations of sulfur. This led to sulphuric acid being formed within the cylinders, which corroded the Nikasil lining and led to engine failures.
After the year , Jaguar incorporated steel liners in the cylinders instead of Nikasil. Enquire if the vehicle you are interested in has had the tensioners replaced.
If they are unsure, start the car and listen for rattling from the timing chain tensioners. A timing chain tensioner failure can do some serious damage to your engine or destroy it. Despite the official line that the gearbox is sealed for life, it really needs the oil and filter changed every , miles.
Try the hood a few times and look for smooth and easy opening and closing. Dampers can be potentially expensive on these Jaguar XK8 and XKR models, and the ball joints and bearings will also undergo typical wear and tear. Try to get a handle on their current health, when they were last changed, etc.
If you see uneven wear in the tires, this can be a sign that the suspension needs attention. This regulates the dampers between hard and soft for better cornering, anti-squat under acceleration, and anti-dive under braking. Jaguar avoided cambelt problems, but the tensioners can break and even cause catastrophic chain failure.
They were improved in , and a durable metal alternative was fitted from Upper tensioners x2 are fairly easy to change; the lower one is trickier, so listen carefully for any untoward noises. Cooling-system failure can be disastrous, too; a stuck thermostat or broken water pump the impeller disintegrates can blow a top hose, and significant loss may cause major distortion.
Check for emulsion in the oil filler or oil in water: if either is found, walk away. If bills show a recent head gasket, be wary too; keep a close eye on the temperature gauge during the drive. Make sure the car has genuine Jaguar wheels, and with quality rubber: this reflects the sort of maintenance that it has enjoyed. A vast range of alloys was offered, so finding the correct replacements can be tricky. Any car should have taut handling and a supple ride at speed. If not, the suspension may be worn and will need special tools to rebuild it: even changing the rear dampers is complex and costly.
Two keys and fobs, both of which function, are an important asset. Low mileage, though appealing, can bring its own issues — especially if the car has stood outside through damp weather. The moment they went up, I bought it. I also had to replace a leaking piston, but found a secondhand one.
I love driving it, and the interest that it gets — people have no idea how little they cost. High running costs. Initially a poor rival and FHC-only with twin-turbo V8, but dry-sumped 4. Quality patchy at first, better later; parts can be pricey. The price premium is currently remarkably small for a high-spec car; though if your requirements are specific, you may have to look long and hard to track down your ideal.
Champagne classics on a lemonade budget. Starter classics: 14 great cars for a first-timer.
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