MARKETPLACE WITH MODERN CLASSICS
James Walshe on how to buy the best example of Jag’s XJ for the Nineties
Why you want one
While still in possession of Jaguar’s unique range of talents in 1994, the ageing XJ40’s Seventies roots had begun show. The X300’s arrival was therefore cause for great excitement in the luxury market and went on to turn Jaguar’s fortunes around during its short life. It presented a familiar Jaguar shape that nodded to the past, Geoff Lawson’s elegant front-end treatment reminiscent of the Series 3, yet with state-of-the-art Nineties tech and even greater comfort. While the X300 was, admittedly, a heavy reskin of its predecessor and a stopgap before the arrival of the X308 of 1997 (itself another clever reworking of the XJ40 platform), Ford’s ownership focussed on quality control, accompanied by wide-ranging revisions to the suspension and steering to give this new generation of Jag exec class-leading talent.
The X300 presents buyers with not only a bargain luxury car, but one with the best DIY opportunities. Nothing is especially difficult to source or repair, with a familiar AJ16 straight-six engine under the bonnet in either 3.2 and 4.0-litre form. Base cars were known simply as ‘XJ6’, with none of those getting air-con, but find a version badged ‘Sport’ and it’ll have extras including bigger wheels and sportier seats and suspension, while the supercharged XJR gets an upgrade to 321bhp and some 17in alloys. ‘Executive’ badged models came later. For maximum luxury, you’ll want a Sovereign and Daimler badged X300. Meanwhile, the Daimler Double Six featured the XJ12’s glorious 6-litre engine but with extras like heated front seats, picnic tables in the rear and fluted leather door pockets. You might even find a Daimler Century with its special chromed wheels and electric rear seats. But do you need to worry about it all going wrong? Here’s what to look out for…
The inspection
Firstly, when scrutinising that handsome body, check the bolt-on front wings. While not much is, the front wings are interchangeable with the later X308. Inspect the rear wheel-arches – it’s possible to use XJ40 repair panels if necessary.
Also examine the front and rear screen surrounds and around the sunroof aperture and check the latter’s drain holes for rust promoting blockages. The bonnet, door bottoms, and boot lid don’t suffer too badly, which is just as well because replacements are only available used and can be costly. Thoroughly check the bulkhead and front suspension turrets and pay particular attention to the ends of the sills and the toe-boards. Later examples can suffer serious corrosion where the floor meets the sills, so extensive probing from underneath is crucial to avoid failed MoT tests and subsequent uneconomic repair bills. Always check a car’s MOT history online to check for hidden horrors. Rotten rear bumper mounts aren’t uncommon, either, and it’s also worth checking for damaged chrome trim or light units and for paintwork defects such as peeling lacquer. The chrome trim on both bumpers is made of cheap and nasty metal and are difficult to replace. For all else, a healthy trade in secondhand X300 parts helps to keeps costs down.
Cabin based on XJ40, but vastly improved.
‘This new generation of Jag exec had class-leading talent’
Only 6000 X300 V12s were made.
Six-cylinder engines are bombproof, with careful maintenance often seeing cars doing 250-300k miles before a major overhaul. A fat folder of bills showing regular oil and filter changes provides peace of mind. Listen for rattles from the timing chain – consider renewing at 100k miles if you’re concerned – and for noise from a cracked exhaust manifold (these are no longer available). The XJR’s Eaton M90 supercharger just needs its oil checking and topping up periodically. The 6-litre V12 models are rare, but they’re equally strong if the servicing has been done properly. If you can, start the engine from cold and listening for the faint rumble of main bearing wear. Meanwhile, there’s a lot of engine to cool on all X300s, so inspect the system. Look for swollen hose ends and green-tinged corrosive build-up. Check for any leaks from the power steering, too – a replacement rack is £1000-plus – and for corrosion on steering and brake pipes.
Where the electrics are concerned, iffy relays are easily sorted but the engine control module (behind the driver’s side kick panel) is prone to water ingress; a new one costs four figures, but you might find a second-hand unit for a few hundred pounds. There’s lots of kit, so prod every switch and button – replacing failed electric motors will get expensive as will reviving failed air conditioning – but don’t be surprised to discover that the digital clock no longer works; it’s such a common issue, replacements can be found easily at not much cost. Other issues include a seized boot lock and central locking remotes that are no longer working. Headlamp washers are easy to damage but, sadly, it’s impossible to find parts. Most owners don’t bother.
There are few places quite this nice on a long trip.
Some X300s were trimmed in part leather but full leather is more desirable and, apart from scuffed driver’s seat bolsters, proves harder wearing. Wood veneer lasts well, too, but you’ll need second-hand bits if it’s damaged. More common is a sagging headlining, and contrary to opinion it can be replaced without having to remove the windscreen; it’s a tricky and labour-intensive job, though. The Daimler versions got two types of leather and two types of pleating, plus four different types of rear seat design – all available in both pleating types. It’s worth noting that while there is no Haynes manual for this version of Jaguar’s exec, fellow owners will no doubt furnish you with a copy of the factory manual – invaluable to X300 ownership.
Gearboxes are strong – there’s a four-speed ZF auto and Getrag manual on the six-cylinder cars and a Powertrain automatic on V12 models. Whiny axles aren’t necessarily an issue unless intrusive to your ears. In the suspension, there are plenty of bushes to perish or fail and OEM replacements are recommended; those for the wishbones, anti-roll bars and front dampers are often particularly short-lived. Uneven tyre wear points to geometry out of kilter, while tired rear subframe mounting bushes or damper top mounts cause clunks and rattles. The work can become involved and pricy, so be wary of neglected examples. Look for leaking dampers and corroded or fractured springs, and budget £500-1000 to replace the lot.
WHAT TO PAY
PROJECT £400-£1500
GOOD £2000-£5000
EXCELLENT £6000-£10,000
TECH SPEC (V12)
Engine 5993cc/V12/OHC
Power 314bhp@5350rpm
Torque 352lb ft@2850rpm
Gearbox 4-speed auto
Top speed 155mph
0-60mph 7.2sec
Economy 15mpg
MARKET ANALYSIS
Bargains are still out there. Both Anglia Car Auctions and Mathewsons have seen tidy, usable examples of the XJ6 Sport sell for around £1500 in the past few months. You’ll pay a little more for a similar condition Sovereign or Daimler Six, while a good XJ12 and Daimler Double Six commands more still – if you can find one, as they’re extremely rare. The best XJR will be up for around £10,000. More than that, and you’ll need the most impeccable service history imaginable. As for projects, this was among the last XJ model you could define as ‘easy’ for DIY repairers and given that a project can be had from little as £500 surely makes this one of the market’s true bargains. You don’t have to spend a fortune on parts either, as most bits are available for reasonable cost when you’ve made some X300 chums. Bargains are still out there. Both Anglia Car Auctions and Mathewsons have seen tidy, usable examples of the XJ6 Sport sell for around £1500 in the past few months. You’ll pay a little more for a similar condition Sovereign or Daimler Six, while a good XJ12 and Daimler Double Six commands more still – if you can find one, as they’re extremely rare. The best XJR will be up for around £10,000. More than that, and you’ll need the most impeccable service history imaginable. As for projects, this was among the last XJ model you could define as ‘easy’ for DIY repairers and given that a project can be had from little as £500 surely makes this one of the market’s true bargains. You don’t have to spend a fortune on parts either, as most bits are available for reasonable cost when you’ve made some X300 chums.
WHAT WE SAY THE ONE TO BUY
James Walshe
Deputy editor
If it’s good enough for Prime Ministers and members of the criminal underworld, it’s good enough for me. I’ll take a LWB Daimler Double Six with its chrome bits – from door mirrors to handles. For a start, it has that smooth V12 – one of the greats. Known as the X330, an extra five inches were added to the X300 body, which was then crammed with luxuries like fluted leather door pockets and marquetry veneer. No luxury car can be truly called luxurious if you don’t have picnic tables for your passengers, right?
Danny Hopkins
Editor
I have owned two six-cylinder X300s Jaguars, the second being a SWB Daimler Six version. I will have that one back please. Extra cow, extra tree, extra sheep and a ribbed radiator cowling. It gave the car a regal touch, and the short wheelbase added driving panache. The glorious AJ16 engine, despite being half the V12, gave so much bang for its buck that I wouldn’t want anything else in front of me.
Reliable, responsive and reasonably frugal, this is top of the range luxury to use every day, it has to be the ultimate X300.
Matt Tomkins
Workshop editor
For me, it would have to be an XJR. You simply can’t beat the theatre of a big supercharger, especially one strapped to that silky smooth straight-six. I’ve driven a couple and loved both – each time vowing to buy my own one day. The appeal of a big, leathery exec is strong, but add to it the surging torque of belt-driven forced induction with acceleration akin to a jet on take-off and there’s nothing better. Or maybe there is… has anyone ever dropped XJR running gear beneath a Mk2? Now there’s a thought…
USEFUL CONTACTS
Jaguar Drivers Club, jaguardriver.co.uk
Jaguar Enthusiasts, jec.org.uk
Auto Reserve Jaguar, autoreservejaguar.com
SNG Barratt, sngbarratt.com
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