Truly, XJ-S is now one of the most popular classic jaguars in the world. No doubt its one of the masterpieces that Jaguar ever made. Back in 1960s, even as the V12 E-Type waited in the wings, Jaguar decided that a new GT was needed rather than another traditional sports car. Besides, there was no way a convertible would be able to pass expected US crash regulations.
The problem was that the public and sizable proportion of the motoring press were expecting a 'Series 4' E-Type, not the XJ-S and so, after its unveiling, the silence was deafening. The XJ-S was too heavy, luxurious and expensive to be a sports car, yet it lacked the wood ambience of the XJ saloon - and then there was the angular styling. To add insult to injury all this happened during the crises known as British Leyland, when quality control was patchy at best.
In its original form the XJ-S soldiered on with disappointing sales (and a short pause in production) until 1981 when the HE version appeared. Beneath the skin the HE (High Efficiency) featured a redesigned engine with cylinder heads allowing a high compression ratio and a much leaner mixture; coupled with a taller final drive this answered a major criticism and lifted fuel consumption into the 20s for the first time.
But what buyers noticed was the new external chrome trim and the welcome addition of the timber to the interior - a rear occasion in the automotive world when a facelift enhanced the original rather than detracted from it.
Continuing improvements through the 1980s were accomplished by the introduction of a cabriolet and, later a full convertible, as the anticipated US regulations never materialized. There were also more sporting versions courtesy of Tom Walkinshaw and the JaguarSport joint venture. By then, the XJ-S was already ten years old yet, according to contemporary road reports, it was still capable of wiping the floor with the competition.
The final phase of XJS production came with the launch of the facelift car in 1991, which featured new tail lights and a simplified glasshouse. The unchanged profile hid a raft of improvements including a one-piece side pressing and improved stiffening for the convertible, though budget restraints meant that the intended revised moulded bumpers were delayed for further two years. Before that however, came an enlarged 6.0-litre engine with a much-needed four speed overdrive automatic gearbox.
Finally, after so many years, the longest production run of any Jaguar, the XJS bowed out (to the more traditionally-styled XK8) with a final 'Celebration' version featuring special trim, woodwork and wheels. It was a fitting farewell to a much loved and respected model.
The problem was that the public and sizable proportion of the motoring press were expecting a 'Series 4' E-Type, not the XJ-S and so, after its unveiling, the silence was deafening. The XJ-S was too heavy, luxurious and expensive to be a sports car, yet it lacked the wood ambience of the XJ saloon - and then there was the angular styling. To add insult to injury all this happened during the crises known as British Leyland, when quality control was patchy at best.
In its original form the XJ-S soldiered on with disappointing sales (and a short pause in production) until 1981 when the HE version appeared. Beneath the skin the HE (High Efficiency) featured a redesigned engine with cylinder heads allowing a high compression ratio and a much leaner mixture; coupled with a taller final drive this answered a major criticism and lifted fuel consumption into the 20s for the first time.
But what buyers noticed was the new external chrome trim and the welcome addition of the timber to the interior - a rear occasion in the automotive world when a facelift enhanced the original rather than detracted from it.
Continuing improvements through the 1980s were accomplished by the introduction of a cabriolet and, later a full convertible, as the anticipated US regulations never materialized. There were also more sporting versions courtesy of Tom Walkinshaw and the JaguarSport joint venture. By then, the XJ-S was already ten years old yet, according to contemporary road reports, it was still capable of wiping the floor with the competition.
The final phase of XJS production came with the launch of the facelift car in 1991, which featured new tail lights and a simplified glasshouse. The unchanged profile hid a raft of improvements including a one-piece side pressing and improved stiffening for the convertible, though budget restraints meant that the intended revised moulded bumpers were delayed for further two years. Before that however, came an enlarged 6.0-litre engine with a much-needed four speed overdrive automatic gearbox.
Finally, after so many years, the longest production run of any Jaguar, the XJS bowed out (to the more traditionally-styled XK8) with a final 'Celebration' version featuring special trim, woodwork and wheels. It was a fitting farewell to a much loved and respected model.
