If among the cars there is a wizard, a magician and a sorcerer, then this is Jaguar XJ-S (later-XJS). Does anyone else know how to slow down the transport stream around their own royal person and at the same time increase the heartbeat of the audience?! In those rare meetings, I every time exclaimed: “God, he is fantastically beautiful!” And he marked the date of a joyful event in the calendar with a red pencil. But let’s abstract from emotions and smoke the story of creating a model. At the same time, find out if it is so good as everyone is used to thinking.
The birth of XJ-S cannot be called cloudless, and the reaction to it is enthusiastic-positive. Critics wondered if a Grand Promotor with an immodest V12 in an era was needed, when fuel prices are trying to break through a gap in the stratosphere, and the world economy is about to fall apart like a house of cards.
Jaguar history expert Philip Porter did not respond too much. In his 1996 book, he wrote: “No one could deny that XJ-S is technically excellent, but he committed one mortal sin, especially for Jaguar. He lacked great beauty. Compare it with XK120 and E-Type-“Jaguar” threw off his wonderful stylistic heritage. Perhaps this was due to the advanced age of William Lyons (the founder of the company – approx. Aut.). Yes, and Malcolm Seyer (aerodynamics expert with experience in the aviation industry-approx. Aut.) Was not in shape-he died in 1970 at the age of only 53 years. The last E-Type left the assembly line in 1974, and after a short break in 1975, XJ-S debuted. He was met with embarrassed silence. Unprecedented for Jaguar. I well remember that day and strong disappointment. ”
Malcolm Seyer
Jaguar
Motor Magazine magazine analyzed reviews about XJ-S and wondered whether it was a tank or a supercar: “A little of both. He is large, heavy, gluttonous and cramped from behind. It turned out to be a perfectly designed, sensational -fast, very sophisticated and magnificent in terms of controllability – a similar combination of qualities for this price cannot offer a single car among uses tested by us. ”
It is believed that the work on the successor to Jaguar E-Type with the code name XJ21 boiled in 1966. The first working version appeared in October: a wheelbase of 105 inches like an E-Type with a 2+2 landing formula, but the track is expanded by 2 inches. By January, another, with a changed front and expanded rear wings, and another by spring, was built.
Jaguar XJ6
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Jaguar XJ6
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Jaguar XJ6
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In the fall of 1968, Malcolm Seyer already clearly imagined the result of the experiments and outlined his vision in a letter to Sir Lyons. He offered a sports car with a 2+2 -2 interior on the units of the new XJ6 sedan with the Coding XJ4. “The desired image is a low, wide and high -speed machine that attracts attention as future Italian, even if you have to sacrifice some reasonable values. For example, with the space of trunk and interior, silence, ease of landing. ”
Jaguar XJ-S
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The artist Oliver Winterbott said: “If briefly, it was a sports platform XJ4 (XJ6). We could not afford a completely new car – in fact, we became part of BMH (meaning a merger with British Motor Corporation, later British Motor Holdings and British Leland Motor Corporation – approx. Aut.), Because it was not possible to develop XJ6. The last thing they were going to do was create a completely new technique. I took part in the alternative project – XJ4 GT. ” It was then that the puzzle developed: XJ21 was transformed in XJ27/28 (compartment and relatives, respectively), and XJ-S began to gain its bizarre form. If first they wanted to blind him from the I-Typa, then in the end the choice fell on the architecture of the XJ and the V12 motor. Jaguar planned to make the Grand Turner exquisite, at the same time cheaper than rivals, but still more expensive E-Type to earn real money. ”
The process of forming the appearance turned out to be interesting and in a certain sense dramatic. This is what Lyons recalled on this score: “We have already seriously worried at the start of streamlines, and at consultations I influenced the Sayer Malcolm. Sometimes I saw the element, did not agree, and we discussed it. I used my influence as far as possible, without interfering in its basic requirements for aerodynamics, and we worked together on the first styling options. ”
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On April 22, 1970, Seyer tragically died of a heart attack. Rumor has a love of cigarettes destroyed him. However, the maestro managed to make a significant contribution to the exterior of XJ-S. For example, the so -called “soaring buttresses”, characteristic rear racks with the effect of the tunnel in front of the glass – its hands are business. They added stiffness of the structure, improved aerodynamics and added stability at high speeds. Journalists hated them, but customers asked to leave everything as it is.
One of the Sayer sketches. Pay attention to the “soaring resort”, which the serial model eventually adopted
Jaguar
The death of Seier is not the only sad event during the preparation of XJ-S. There were generally enough difficulties and troubles. In March 1972, Loofi Ingland came to Lyons. He did not last long. A few years later he resigned, freeing his chair for Jeffrey Robinson, with whom there were friction. In parallel, the Arab-Israeli war and the fuel crisis burst out. The British Leland Motor Corporation concern began serious financial problems, and the most important product for it was expected to be a small economical mini. Jeffrey Robinson left the post of chairman of Jaguar, and at the time of the birth of XJ-S, the company was actually managed by Peter Craig, the director of the factory and the generic nest of the Browns Lane brand in Coventry, and the chief engineer Bob Knight.
On the Rodster (XJ28) they put a cross because of fears for the fate of open cars in the United States. Soon it became clear: the legislative “booze” should not be afraid and fears are in vain. Alas, the company missed time and limited itself to the body compartment. The appearance caused disputes and discussions, but the filling turned out to be completely understandable and logical. The designers danced from the chassis of the four -door XJ6: the wheelbase was reduced from 108 to 102 inches (2591 mm), pushing the rear suspension forward. The V12 engine with a volume of 5.3 liters (289 hp) with the Bosch injection system (adapted by Lucas) is also known by E-Type, but in the carburetor version. Indeed, why change the good to a new one. It would seem that he is-the long-awaited competitor of the German and Italian Grand Tan in all its glory! But there were enough nuances.
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In the American specification, only 247 hp came out. and 97 km/h (60 miles/h) in 8.6 seconds. Frankly, there’s nothing to boast of. The electronic ignition was located in the hottest area of the engineering space, and it simply could not cope in the summer bee. The cars shamefully stalls. The mechanical box had four programs, although the opponents switched to “five -strokes”, and in addition, restrictions on the transmission of torque. Jaguars with a manual transmission were produced until 1979 and in very modest quantities – only 352 copies. And here is an interesting fact: the Grand Prix was assembled on the production line installed in the early 1950s. With pre -war origin. And bought it used.
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There may be an impression, they say, XJ-S is a typically British little thing with cool design, mediocre quality, and dubious engineering. It is only suitable to admire it from the side in a tweed jacket under Sting’s ballads. This is wrong. The compartment lit! In February 1976, the Autocar edition tested a full-blue modification with the “mechanics” and received worthy numbers: a sprint up to 97 km/h (60 miles/h) in 6.9 seconds and maximum 246 km/h.
Only the fuel consumption could be saddened, although with automatic KP appetita is even more heroic, and the dynamics are a little worse – 0.6 seconds. Journalists had questions for convenience on the back sofa, but the owners of the XJ-S Passenger problems did not disturb. Want the amenities in the second row? Buy the royal sedan XJ12. The problem was different. XJ-S was very poorly sold. From 1975 to 1981 – only 14,800 pieces. With such results they do not live, sorry for cynicism.
In 1982, the XJ-SC debuted with a 3.6-liter “six”-not a full-fledged convertible and not Targa in the usual sense. The final was released on January 26, 1988. In total, 5013 copies were collected.
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The depressing statistics prompted the leadership of the British Leland Motor Corporation to a rational and logical script – to fix the losses and send the model to Valgalla. But in the end they decided to give her a second chance. By July 1981, the updated XJ-S V12 He (High-Efficiency, “High Efficiency”) with the doped heads of the cylinders of the authorship of the Swiss rider Formula 1 and the engineer Michael May. The main thing you need to know about HE is a high degree of compression (from 10.5: 1 to 12.5: 1 depending on the specification, market and year of release), noticeably reduced fuel consumption and 299 hp. (267 hp for the USA). Among other features of the updated “jaguar”, the altered main ratio, refinement of the suspension, the Pirelli Cinturato P5 215/70R15 tires, chrome inserts in bumpers and decoration of the cabin with wooden inlay.
After the XJ-SC accepted honorary resignation, he was replaced by a convertible from the American body atelier Hess & Eisenhardt (838 units). In 1988, a factory convert was released (in the photo). By the way, that project was implemented with the participation of German specialists Karmann.
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Journalists were delighted with XJ-S He. They loved to treat readers with stories about 160 km/h in silence, but to a more affordable and economical modification with a 3.6-liter AJ6 were less supportive. The motor is by no means primitive – six cylinders in a row, two camshafts, four valves per cylinder and up to 224 hp. But whether he was suitable for the Grand Tour-a question for a million pounds. The new Jag did not pamper temperament and did not even reach the declared maximum speed. Instead of the promised 233 km/h on tests, it was possible to squeeze 220 km/h at best. In addition, sophisticated journalists came to the conclusion that XJ-S C AJ6 did not reach competitors by refinement.
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XJ-S V12 He is already a serious Avtoban Eater in itself. The Jaguarsport XJR-S, who wanted more, was offered to the Jaguar joint venture and the Twr Group Limited Twr Guru. From 1988 to 1993, 787 unique coupe and 50 convertibles were built. Was an aerodynamic body kit, a trunk lid and massive “plates” with Pirelli P600 235/60R15 tires? Or do they turn a graceful image into a clumsy monster? The question is debatable. But how is XJR-S Cool!
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V12 is forced up to 322 hp, in the suspension custom springs and shock absorbers Bilstein, the salon survives the skin of Connoly. In the fall of 1989, the unit underwent a serious audit-the working volume grew to six liters, plus a new Zytek fuel injection system, inlet and exhaust tract, forged knee-in knee and pistons, Dunlop tires on 16-inch discs. The recoil reached 333 hp, the maximum speed – 260 km/h. On tests, super-jaguar destroyed such formidable German authorities as the BMW 850i and Porsche 928 GT.
Machines of the last series (1991-1996) are not as numerous as their predecessors – 27,406 pieces against 73 207 “Jaguars” 1981-1991. By the way, the final version was just called XJS, without a hyphen
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The last restyling dates back in the spring of 1991. By that time, Jaguar was part of the Ford concern and tried to adapt the original exterior of Grand Tour to relevant trends. The then chief designer Jeff Lawson and his ward succeeded brilliantly-no vulgarities and attempts to modernize the original excess “plastic” and lickers. Only delicate local innovations like tinted rear optics instead of frankly outdated “corners” and streamlined bumpers to the color of the body.
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A four -liter AJ6 appeared under the hood, very popular in the States. Closer to the finale of production, it was modernized and changed the index to AJ16. Shortly after the premiere of the younger jaguar, a 308-horsepower six-liter V12 he had arrived in pairs with a four-speed “automatic” General Motors 4L80E.
History XJ-S is a real survival allowance. He almost died young, but in the end lasted 21 years and today is considered one of the most beautiful creations of the brand. My close friend, a fan of Jaguar and the loving owner of Daimler Super V8 (X308) sleeps and sees XJS in his garage. I hope that one day his dreams will become a reality – I recommend it for purchase! /m
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