Jaguar XJS 4.0 Convertible
JAGUAR XJS 4.0
You know those restoration firms that take some much-loved but flimsy classic, and subject it to a restoration and re-engineering process that transforms them into something incredibly reliable and dynamic before charging a fortune for them? Well, when Ford took control of Jaguar in 1989, it did just that to the 15-year-old, notoriously unreliable Bl-era XJ-S. Only nowadays they’re as little as £3500 for a well-worn coupé, rising to £10k for a mint one. Double those for a Convertible.
We’re talking specifically about the 1990-96 XJS 4.0 here. Post-1990 XJSS featured simplified body pressings that made them cheaper to make and designed-out some of the rust traps; Jaguar part-galvanised the ’shell too. The AJ6 straight-six engine was given an overhaul for efficiency and reliability, and it’s a much easier engine to live with than the complex monster V12. Rear brake discs were moved outboard on the XJS, making them much easier – and cheaper – to replace.
Although far better built than their hypenated predecessors, XJSS do still rust, starting along the sills. This can be arrested fairly cheaply, though if it’s spread into the front and rear wings, it’s more serious, with £750 bills per corner to put right. If the march of this rot hasn’t been stopped, it can extend into the firewall – a £5k engine-out job to fix it.
The sign of a truly well-looked-after XJS hinges on its maintenance around the 50,000-mile mark. It’s at this point that cylinder-head gaskets are known to blow on the 4.0-litre engine, and when the top inner suspension bushes wear out, affecting camber and tracking. Check the service history on cars that have passed this point to ensure that pre-emptive replacements have been made. Head gaskets cost £93 from Berkshire Jag Components – considerably cheaper than an engine rebuild. Refreshing all the suspension bushes in Metalastic or with polybushes runs to £60 plus £160 labour per side. It’s not a truly trouble-free car, but a carefully-bought 4.0 with an eye kept on its weak spots will be as satisfying to drive as an Eighties Aston Martin V8 and considerably less bother than a ropy early ‘sealed for life’ XK8.