The Jaguar XJS V12 1992

The Last of the Great Jaguars?

“Jaguar’s flagship V-12, the XJ-S, is a mass-produced exotic” – Hemmings 

Critics snubbed the Jaguar XJS at its launch. Controversially, others like us, argue that it has earned its place as a classic. Similarly, Hemmings describes it as a “mass-produced exotic,” a contradiction on its own. Coming as the Grand Tourer to somewhat replace the E-Type in the Jaguar line up, it had big shoes to fill. After 20 years in production, it has developed a reputation and an individuality of its own. As Jaguars are a favorite in the Demers Car Collection, here is the story of the 1992 Jaguar XJS. (A note: Although Jaguar first named it the XJ-S, I use “XJS” to refer to the ensemble of cars produced from 1976 to 1996 under either the XJ-S or XJS names.)

Big Shoes to Fill

Not unlike any child of successful parents, the XJS had to prove that it could stand on its own in the Jaguar line up. Introduced in 1975, it came as the awaited replacement of the world acclaimed Jaguar E-Type. Some still believe that the E-Type, the production of which ended a year before the introduction of the XJS, is the world’s most beautiful car. The problem is that the XJS was not exactly meant to be the E-Type’s successor; it isn’t called the F-Type after all. 

While the E-Type is considered a sports car, the XJS is best described as a Grand Tourer. Although Jaguar priced it at a premium like any exotic, it lacked the grandiose looks that usually come with a sports car of that price range. It did fulfill the first half of Hemmings’ comment though; over 100,000 XJSs were produced, making it mass-produced. The public voted with their wallets. So, high volumes AND high price, don’t we have a winner here?​ No matter the debate, this fact alone makes the XJS a success.

Success Factors

For the XJS, Jaguar’s main target was the American market where about half of the cars headed. At the time, American regulators were developing road safety laws, a fact that everyone at Jaguar was keenly aware of.  Road safety laws pose many restrictions on car development. For Jaguar, the XJS is how they met the challenge. U.S. emission laws also limited the engine department. Although its looks were drastically different from the E-Type, in spirit and in reality, at one time, it was the only V12 engine offered in the U.S. Apart from complying with safety and emission laws, the XJS’s suspension, weight distribution, and handling precision was the best that Jaguar had produced so far. Plus, despite its heavy weight, it handled itself very well on the road and fulfilled its calling as a great Grand Tourer.

Beauty is in the Eye of the Beholder

Although some find the XJS awkward looking and disappointing, others see it as an icon. Unlike the E-Type, some argue that it does not look enough like a sports car. Others call it a patchwork of ideas poorly put together. For example, at its unveiling, critics looked horrified at the rubber bumper, there for crash safety. As mentioned earlier, the anticipation of increased road safety laws limited creativity in the style department. Or did it? The XJS was one of the safest vehicles at the time and sported a V12, not an easy task. 

Although its looks are very different from the E-Type, William Lyons and Malcom Sayer still influenced it. Indeed, the XJS was in the works for six years before its actual production. So, it is the last Jaguar “touched” both by Lyons before his retirement in 1967 and Malcolm Sayer before his death in 1970. The coachbuilder Vignale is responsible for its final look. Importance was given to the car’s aerodynamics (much better than the E-Type by the way).

From 1975 to 1992

Early XJS models also shocked some Jaguar lovers due to the lack of traditional Jaguar details like chroming, traditional grille and walnut veneer dashboard. Progressively, the interior became more luxurious. The 1992 Jaguar XJS in the Demers Car Collection has rich Connolly leather seats and a wooden dashboard.

Jaguar first released the XJS as a closed car with a “flying buttress roof.” It is believed that Jaguar workers anticipated the tightening US safety laws to ban open top cars altogether. With time, changes were made and different options became available. Markedly, from 1991 to 1992, the XJ-S became the XJS after re-engineering. The exterior was improved as well as the engine. The introduction of a High Efficiency (HE) cylinder head in 1981 improved fuel economy by 20%. The same year, a cabriolet option became available, as it became clear that American road safety laws would not, in the end, go as far as to ban them. A fully convertible option, like this one, appeared in 1988. The XJS was produced for a staggering 20 years, not bad for a car that “wasn’t liked.” 

What Now?

Lyons predicted that this model would have a life of about 7 years, its longevity and its popularity with its buyers cements its reputation as a flagship product of the Jaguar brand. For all intents and purposes, we can call it a classic, some even called it a classic as early as the 1980s! For a car that is not from the “Classic Era,” it has plenty of personality and panache and I would love to see it around more! It shouldn’t be considered as a poor successor to the great E-Type, because it wasn’t. The XJS can stand on its own. Of the over 100,000 cars produced, less than 3% are convertibles like this one, making this special car even more special. 

The Nitty Gritty

• Bosch-Lucas fuel injection;
• Three-speed Borg-Warner automatic transmission;
• 5.3-liter, V-12 engine;
• 300 bhp, 285 bhp on early models;
• Max speed about 155 mph or about 250 km/h (150 mph or about 240 km/h on early models);
• 100 km/h in 7 seconds and 160 km/h in 13 seconds (about 62 mph in 7 seconds and about 99 in 12 seconds);
• 1,905 kg or about 4,200 lbs;
• Four-wheel disc brakes.