ICONIC JAG
XJ6 Series 1 (1968)
Jaguar’s most accomplished car, the XJ6 set new standards for luxury saloons. Its 4.2-litre engine made it fast, but its supple suspension gave a comfortable ride. Compact in size, it was perfect for the middle classes, but chairmen could still stretch out in its luxury interior.
designed, the XJ6 became Lyons’s personal favourite.
The XJ12 arrived four years later. Powered by Jaguar’s new, smooth 5.3-litre V12, it would become a company mainstay for the next 40 years. The E-type’s replacement took Jaguar in a new direction. Large and luxurious, the 1975 XJ-S wasn’t immediately popular with Jaguar’s clientele. By 1980 just 1,057 were sold and XJ-S production ceased for a time. Help came in the shape of John Egan, who became Jaguar’s chairman in 1980. This former Massey
Ferguson director instigated a drive to modernise the Browns Lane plant and Leyland’s Castle Bromwich factory.
As a result of Egan’s changes, the company’s finances improved, and in 1984 Jaguar was floated on the London stock market to become independent once again. More money allowed Jaguar to re-enter racing from 1984, culminating in victories at the 24 Hours of Le Mans in 1988 and 1990. These successes would have a lasting impact on Jaguar’s image.
The most important new car during the mid-Eighties was a generation of XJ (codenamed XJ40) that replaced the XJ Series 3. A brand-new car that was given the seal of approval by Sir William Lyons shortly before he passed away in 1985, it was the first Jaguar with onboard diagnostic and engine management systems but a lack of reliability hampered the car throughout its life.
By the end of the Eighties Jaguar’s improving fortunes made it an ideal target for take over. After coming close to a deal with General Motors, was bought by another American giant, Ford, in 1989. Jaguar’s first significant model after the buyout was the XK8. With soft curves inspired by the E-type, this car was very different from the angular XJS. Power came from a new economical 4.0-litre V8. A V8-engined XJ followed and both had a supercharged version that made them the fastest mainstream production cars in Jaguar’s history.
With Ford money flowing into the company, Jaguar was able to branch out. The 1998 S-Type competed with the all-conquering E39 BMW 5-Series in the executive market. This was followed in 2002 by the Mondeobased X-Type produced at Ford’s factory at Halewood in Merseyside.
A brand-new XJ arrived in 2003 constructed from aluminium, resulting in a car that was both light and rigid. The majority of Jaguar’s future models would be produced from the material. This included the XK8’s 2005 replacement, the XK. The first it car to be designed entirely by new studio boss Ian Callum, it was a handsome coupe and convertible.
Sales were poorer than expected. Ford tried to save costs, but Jaguar was eventually sold to Indian industrial giant Tata in 2007. With an enthusiastic new owner, Jaguar’s rebirth could begin. The S-Type replacement, the XF, came first in 2008. In 2013 the first proper Jaguar sports car since the E-type was revealed. The F-Type is a modern car with nods to its famous forebear.
Although Jaguar is now an international company, the West Midlands remains its base for design, development and manufacture. The glamour associated with the cars remains unparalleled. There’s the string of famous owners (Clark Gable had the first XK 120 delivered to the States in 1949) and the company even holds three royal warrants from HRH The Prince of Wales, HRH The Duke of Edinburgh and HM The Queen.
The first was awarded in 1951 by
King George VI.
There are some tough times ahead for car manufacturers, but thanks to its desirable and extensive range,
Jaguar’s future is as assured as its history is fascinating.
Paul Walton is the editor of Jaguar World, a monthly title devoted to the British marque. It covers Jaguar’s history, from its Swallow Sidecar origins to the current exciting range. Follow @jag.world on Instagram for magazine updates