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Jaguar XJS

The Jaguar XJS is a automobile produced by the British manufacturer from 1975 to 1996, succeeding the iconic E-Type as the company's entry into the international grand touring segment rather than a direct replacement. Launched in September 1975 as the XJ-S, it featured a controversial design with a long hood, coupe profile, and distinctive "flying buttresses" behind the rear seats, built on a steel monocoque chassis with at all wheels. Initially powered exclusively by a 5.3-litre overhead-cam producing around 244 in federal specification, the XJ-S accelerated from 0-60 mph in approximately 7.6 seconds with the and reached a top speed of 143 mph. Equipped with a three-speed as standard (a five-speed manual was rare and optional only early on), it emphasized comfort over outright sportiness, with features like power-adjustable seats, automatic climate control, and walnut veneers in the leather-trimmed interior. Over its 21-year lifespan, the model underwent several significant updates to address initial criticisms of its styling and performance. In 1981, the High Efficiency (HE) version of the V12 improved fuel economy and emissions while boosting power to about 262 . A major expansion came in 1983 with the introduction of a 3.6-litre inline-six AJ6 offering 225 , paired with a five-speed manual option, which added a more sporting character and better economy. The fixed-head was joined by a body style in 1983 (initially as the xj-sc), with full production convertibles following, comprising about 30,896 of the total 115,413 units built by April 1996. A 1991 facelift rebranded it as the XJS, smoothing the exterior with revised bumpers, taillights, and side windows, while enlarging the rear seats and adding a standard driver's from 1990. Engine options were rationalized to a 4.0-litre inline-six (222 ) and, from , a 6.0-litre V12 (318 ), with the latter enabling 0-60 in under 7 seconds and a top speed exceeding 155 in performance variants like the XJR-S. Despite early sales struggles due to its departure from the E-Type's lithe aesthetics and high fuel consumption amid the 1970s oil crises, the XJS gained a for its refined cruising ability, reliability improvements in later years, and success in motorsport, including GT victories.

Overview

Introduction and Development

The Jaguar XJS originated as the designated successor to the legendary E-Type sports car, with early conceptualization beginning in June 1966 under the internal project code XJ21, which envisioned a direct evolution of the E-Type's platform but was ultimately shelved in favor of a more ambitious redesign. By May 1970, development shifted to Project XJ27, reflecting internal debates at Jaguar over the design direction—whether to retain the E-Type's agile, open-top sports car ethos or pivot toward a heavier, more refined grand tourer to align with evolving market demands. These discussions were shaped by the company's chief engineer William Heynes and founder Sir William Lyons, who advocated for integrating the new V12 engine into a sophisticated coupe body derived from the XJ saloon platform. The XJ27 project's timeline was significantly influenced by external pressures, including the that quadrupled fuel prices and heightened global economic uncertainty, as well as increasingly stringent emissions regulations, particularly in key markets like the . These factors compelled Jaguar to prioritize and over raw performance, leading to a design emphasizing aerodynamic efficiency and a 2+2 seating configuration for greater versatility. Initial styling sketches were crafted by aerodynamicist before his death in 1970, with subsequent refinements incorporating input from Lyons to balance elegance and practicality. Prototyping efforts focused on validating the V12 powertrain's integration, though challenges in meeting emissions standards delayed full refinement until closer to production. Jaguar positioned the XJS as a premium targeting the GT segment, directly competing with established rivals such as the and series, with production goals centered on blending British craftsmanship, high-speed cruising capability, and opulent interiors to appeal to affluent buyers seeking long-distance refinement. The vehicle debuted publicly on September 10, 1975, at the Motor Show (IAA), marking a bold statement amid the post-crisis automotive landscape and signaling Jaguar's transition from specialist to GT manufacturer.

Design and Key Specifications

The Jaguar XJS showcased a classic exterior with an elongated hood that accentuated its proportions, paired with a distinctive roofline featuring a fixed B-pillar. This aerodynamic profile, emphasizing smooth lines and a low stance, achieved a of 0.38 for the , contributing to stable high-speed performance. At its core, the XJS utilized a body structure based on a shortened version of the XJ platform, resulting in a 102-inch (2,591 ) wheelbase for agile handling. The system employed independent rear (IRS) mounted on a dedicated subframe, complemented by independent front with springs and anti-roll bars, ensuring a refined ride. Overall dimensions included a length of 191.7 inches (4,870 ) and a weight of around 3,858 pounds (1,750 kg) for early models, while the was integrated low in the chassis for optimal balance. The interior emphasized British luxury with upholstery on seats and door panels, complemented by genuine walnut veneer trim on the , center console, and door cappings. Analog gauges, including a , , and fuel level indicator, provided a traditional cockpit ambiance, while optional amenities like and power-adjustable seats enhanced driver comfort on extended journeys. For safety and technology in its 1970s debut, the XJS featured four-wheel ventilated disc as standard, delivering responsive stopping from grand touring speeds. Basic driver aids were limited to the era, with (ABS) becoming available only in later production from 1989 onward.

Production Eras

Pre-HE Models (1975–1981)

The Jaguar XJS entered production in September 1975 at the Browns Lane plant in , , with an initial annual output target of 10,000 units to replace the outgoing E-Type as Jaguar's . Designed with a focus on luxury and long-distance cruising, the early models drew brief heritage from the E-Type's platform but featured a more modern, aerodynamic coupe body styled by . Production ramped up slowly amid economic challenges, including the ongoing , which impacted demand globally. Standard features on the pre-HE XJS included a 5.3-liter equipped with Zenith-Stromberg carburetors for emissions compliance, paired exclusively with a three-speed Borg-Warner ; was not introduced until later models. Performance figures reflected a balance between power and regulatory constraints, with the engine producing around 262 horsepower in specifications, achieving 0-60 in approximately 7.4 seconds and a top speed of 140 mph, though critics noted an underpowered feel in U.S.-market versions detuned for stricter emissions standards. The suspension utilized independent double wishbones at all wheels, with disc brakes providing stopping power, emphasizing comfort over sporty handling in line with its grand tourer intent. Market reception was tepid, particularly where the 1973-1979 fuel crisis deterred buyers from high-consumption V12 vehicles, leading to slow sales and inventory buildup; total pre-HE reached approximately 14,900 units by 1981. Early owners reported common reliability issues, including overheating from the large in a compact , persistent electrical faults in the complex wiring, and susceptibility to in body panels due to inadequate protection in initial builds. These challenges prompted iterative refinements during the run, though the model struggled to match the E-Type's enthusiast appeal initially.

HE Models (1981–1991)

The High Efficiency (HE) models of the Jaguar XJS, launched in 1981, introduced significant mechanical refinements to enhance performance and address contemporary fuel economy challenges. Central to this update was the revised 5.3-liter , which incorporated innovative cylinder heads designed by Swiss engineer Michael May. These heads featured a two-level with enhanced swirl for improved air-fuel mixing and cooling, enabling higher compression ratios of 11.5:1 in the market (12.5:1 elsewhere) while reducing emissions and boosting efficiency. The HE V12 delivered 262 horsepower at 5,500 rpm, a modest gain over prior iterations, paired with torque of 300 lb-ft for refined grand touring capability. Fuel consumption improved markedly, achieving around 15 mpg in highway driving conditions, a 20-26% gain that helped the XJS comply with stricter regulations and appeal to efficiency-conscious buyers. This engine's design prioritized smoother operation and reduced thirst without sacrificing the signature V12 character, making it a pivotal evolution for the model's longevity. In 1983, Jaguar broadened the XJS lineup with the optional 3.6-liter AJ6 inline-six engine, a double-overhead-cam unit with electronic fuel injection that offered a more accessible entry point. Weighing approximately 200 pounds less than the V12, the AJ6 reduced overall curb weight to around 3,500 pounds, lowering the center of gravity and enhancing handling responsiveness, particularly in agile cornering and quicker transient maneuvers. This variant, producing 225 bhp, emphasized balanced dynamics and better real-world usability, attracting enthusiasts seeking a lighter, more nimble alternative while maintaining luxury—including approximately 9,979 3.6-litre coupes and 5,007 convertibles produced during this era. Transmission developments during this era further refined the driving experience, with the four-speed automatic—initially the ZF 4HP22 for six-cylinder models from 1987 and later adopted more widely—becoming standard by the mid-1980s on applicable variants. This overdrive-equipped unit provided crisper shifts, reduced engine revs at cruising speeds, and complemented the HE engine's efficiency gains for effortless long-distance travel. Earlier three-speed automatics were phased out in favor of these upgrades, aligning with evolving buyer preferences for sophistication. Over the decade from 1981 to 1991, Jaguar produced 73,207 HE models, with exports surging to represent a growing share of output—reaching several thousand units annually by the late —as American demand for premium imports rebounded. This era solidified the XJS's reputation as a viable coupe, bridging efficiency updates with enduring style.

Facelifted Models (1991–1996)

In 1991, Jaguar introduced a significant facelift to the XJS, modernizing its styling to better align with contemporary aesthetics. The updates included a redesigned front grille for a more assertive presence, flush-mounted composite headlights that replaced the earlier sealed-beam units (particularly noticeable on U.S. models from 1992 onward), and revised taillights forming a fuller-width strip for a sleeker rear profile. These changes, along with frameless door glass on coupes and reshaped side windows, contributed to a refreshed, less dated appearance without altering the car's fundamental proportions. Mechanically, the facelifted models standardized the 4.0-liter AJ6 inline-six engine as the base powerplant, delivering 223 for smooth grand touring performance, while the optional 6.0-liter V12—enlarged from 5.3 liters in May 1992—offered 305 for those seeking greater refinement and power. Building briefly on the high-efficiency (HE) developments from prior years, these engines emphasized torque and usability over outright sportiness. Late-production examples also incorporated improved electronics for better reliability, optional traction control on V12 variants to enhance stability, and superior rust protection via simplified body panel construction and enhanced underbody treatments. Production of the XJS concluded in April 1996, with a cumulative total of 115,413 units built over 21 years, paving the way for its successor, the XK8. The facelift played a key role in revitalizing interest, driving production to approximately 3,600 units in 1992.

Variants and Special Editions

Engine and Trim Options

The Jaguar XJS featured a selection of V12 and inline-six powertrains across its lifespan, all configured for to deliver the grand tourer's signature balance of performance and refinement. These engines evolved to address efficiency and emissions demands, with systems becoming standard for improved throttle response and reduced consumption compared to early carbureted setups. The V12 lineup began with the 5.3L High Efficiency (HE) variant introduced in , employing a Lucas electronic system based on the D-Jetronic architecture, which utilized a digital (6CU) for precise metering across the 12 cylinders. This setup enhanced combustion efficiency at a 12.5:1 , contributing to smoother operation and modest gains in power delivery. From 1992 onward, the displacement increased to 6.0L while retaining the /Lucas framework, now tuned for 11:1 to prioritize at lower revs, making it suitable for cruising without sacrificing the engine's inherent silkiness. Inline-six options provided a more frugal alternative, debuting with the 3.6L AJ6 in 1983 as a double-overhead-cam unit designed for Jaguar's luxury lineup. This was superseded in 1991 by the 4.0L AJ16, an refined evolution with similar architecture but enlarged bore and stroke for greater pull, achieving 382 Nm of to better match the V12's effortless propulsion in everyday driving. Standard trim on the XJS emphasized understated elegance, with the base model including power-adjustable front seats upholstered in , automatic climate control, and alloy wheels as core equipment. Optional enhancements encompassed wire wheels for a nod to Jaguar's heritage styling and upgraded audio systems, though no dedicated luxury sub-trims were offered beyond these packages. Fuel economy progressed notably with the powertrain shifts, as the V12 models typically returned around 12 mpg in mixed conditions due to their thirstier design, while the later six-cylinder engines improved to approximately 20 mpg combined, reflecting advancements in injection tuning and lighter overall weight. All XJS variants employed exclusively, channeling power through robust automatics: early V12 applications used the 3-speed TH400, known for its durability under high torque loads, while later models employed a 4-speed automatic; the 4-speed ZF unit was used for six-cylinder models, offering crisper shifts and for better efficiency on long journeys.

Convertible Models

The first convertible models of the Jaguar XJS were US-market conversions performed by coachbuilder Hess & Eisenhardt starting in , approved to comply with federal safety standards including reinforced chassis structures for crash protection. These early convertibles were produced in limited numbers under an 18-month contract, with a total of 838 units built from bodies to bridge demand until Jaguar's factory version arrived. Jaguar launched its official factory-produced convertible in 1988 from its Coventry plant, featuring a power-operated soft top that folded into the trunk, an integrated wind deflector to reduce buffeting, and availability with both the 5.3-liter V12 and, from the 1991 facelift, the 4.0-liter inline-six engine. The design incorporated chassis reinforcements such as additional bracing and a strengthened floorpan to maintain structural rigidity despite the open-top configuration, ensuring handling close to the coupe's performance. Overall, convertible production totaled 30,946 units from 1988 to 1996, comprising 14,297 six-cylinder examples and 16,469 V12 models, representing a significant portion of late XJS output as open-top demand grew. The convertible shared the base coupe's proportions but prioritized open-air motoring, with the soft top operable in about 20 seconds via electric motors.

Performance and Luxury Variants

The XJR-S represented Jaguar's high-performance take on the XJS, developed in partnership with (TWR) from 1988 to 1991. This variant featured a tuned version of the 5.3-litre initially delivering 322 horsepower, upgraded in late 1989 to a 6.0-litre for 338 horsepower and 495 of , providing enhanced while maintaining the grand tourer's refined character. Exterior modifications included a subtle aerodynamic with wider flares, a front air dam, and a rear spoiler, complemented by 16-inch Cecca alloy wheels; the suspension was uprated with Bilstein dampers and recalibrated springs for sharper handling without sacrificing ride comfort. Limited to just 804 units—roughly 300 with the 5.3-litre engine and the remainder with the 6.0-litre—this model celebrated Jaguar's 1988 victory and was primarily offered in the UK and European markets. Complementing the performance focus, the editions elevated the XJS's luxury credentials starting in 1986, positioning it as a more opulent alternative with detailing. These models bore the distinctive Double Six badge on the grille and , along with fluted accents, while interiors showcased premium Connolly hides in supple , burled veneers on the and door cappings, and lambswool overmats for added warmth and elegance. Available globally, the Daimler variants built on the standard XJS's already lavish cabin by incorporating higher-grade materials and subtle refinements, appealing to buyers seeking understated prestige over outright sportiness. In 1992, Jaguar introduced a 6.0-litre V12 option, replacing the prior 5.3-litre unit and producing 300 horsepower for improved and smoothness in international specifications. This engine, paired with luxury add-ons like extended applications and burled walnut trim, allowed for customized high-end configurations in regions demanding greater refinement. Such variants underscored the XJS's versatility, blending performance heritage with enduring opulence.

Aftermarket and Custom Builds

Lynx Eventer

The Lynx Eventer was an aftermarket conversion of the coupe, developed by the British Lynx Cars to enhance practicality while preserving the grand tourer's elegant lines. The project originated with a unveiled to the press in August 1982, followed by production conversions starting in 1983 and continuing sporadically until 2002, with a total of 67 units completed across pre- and post-facelift XJS donor cars. Each conversion required approximately 14 weeks of hand-assembly at Lynx's workshops in , , involving an extended roofline, custom rear quarter panels, and a frameless rear liftgate for improved accessibility. Key design features included a steeply raked rear hatch and fold-flat rear seats that created a flat, 6-foot-long cargo floor, significantly expanding load-carrying capacity over the standard XJS coupe's trunk while accommodating the needs of buyers for activities like or . Interior enhancements featured wood trim accents on the and cargo area for a luxurious finish, with the overall bodywork maintaining the XJS's aluminum-skinned unibody structure from the fixed-head donor. remained faithful to the base XJS platform, retaining standard engine options such as the 5.3-liter V12, with no power modifications but added utility for everyday versatility in the . The conversion cost £6,950 in 1983—equivalent to about $10,500 at the time—representing nearly 30% of the XJS coupe's $36,000 base price, which limited sales despite positive initial reception for its blend of sportiness and wagon functionality. Critics and owners praised the Eventer for transforming the XJS into a more practical without compromising its aesthetic appeal, though its premium pricing contributed to the low production run. Today, the Eventer holds strong appeal among collectors due to its rarity and unique position as one of the few coachbuilt estates derived from the XJS, with well-preserved examples commanding high values at auctions.

Other Modifications (Lister and Monaco)

In the 1980s, Lister Cars, acquired by WP Automotive and led by engineer Laurence Pearce, introduced high-performance tuning packages for the Jaguar XJS, transforming the grand tourer into a more aggressive . The flagship Lister variant drew inspiration from the company's Le Mans racing legacy, incorporating aerodynamic enhancements such as wide-body flares, a lowered stance, and revised front and rear styling for improved high-speed stability. Early Lister XJS models from around 1983 utilized a tuned 6.0-litre V12 engine, boosted to produce 482 bhp, enabling performance comparable to contemporary supercars. By the late 1980s and into the 1990s, developments advanced to a 7.0-litre V12 with twin supercharging or turbocharging, achieving outputs up to 600 hp and top speeds exceeding 200 mph in select configurations. Production remained extremely limited, with fewer than 50 units modified overall and only about 20 dedicated Le Mans coupes completed, emphasizing their rarity and exclusivity. The XJS Monaco represented a contrasting luxury-oriented customization from Paul Bailey Design (PBB), a Bristol-based firm operating under Jaguar's in the late and early . This wide-body variant featured elongated fenders, integrated spoilers, and a more muscular silhouette that previewed styling elements later seen in the Jaguar XK8, prioritizing opulent interiors with premium and trim for VIP clientele. Powered by the standard XJS V12 or inline-six engines, it emphasized refined grand touring over outright speed, with production capped at just 11 to 12 examples, including four convertibles. Beyond these specialist builds, tuners like Arden provided accessible enhancement kits for XJS owners, particularly from the onward. The firm offered comprehensive packages including aerodynamic body kits with front spoilers, side skirts, and rear diffusers to optimize and ; upgraded systems for better ; and refinements for improved handling without compromising ride quality. These modifications, compatible across XJS model years, allowed enthusiasts to personalize their vehicles while maintaining road legality, further elevating the model's appeal in the collector market where modified examples often command premiums due to their unique performance and styling upgrades.

Motorsport Involvement

Tom Walkinshaw Racing Efforts

(TWR) established a formal partnership with in 1982 to prepare and campaign the XJS in international motorsport, focusing on the (ETCC) under regulations. This collaboration marked Jaguar's return to factory-backed after a hiatus, with TWR tasked to homologate the XJS through a limited production run of the road-going XJR-S model to meet racing requirements. TWR's race-prepared XJS models featured significant modifications, including a tuned 5.3-liter producing around 450-500 horsepower, wide-body kits for improved and track stability. These enhancements enabled the cars to compete effectively in high-stakes endurance and sprint races. In 1984, TWR won the ETCC drivers' championship for —the first for a driver since 1963—and the teams' title, with key victories at circuits like , , ('s first 24-hour win since 1957), and . The following year, TWR secured another major success with the 1985 victory for John Goss and Hahne. The program's innovations directly influenced the XJR-S, which incorporated TWR-developed aerodynamic bodywork, uprated , and braking components to bridge the gap between track and road performance. Overall, TWR's efforts with the XJS yielded the 1984 ETCC titles and numerous wins in , revitalizing Jaguar's heritage during the 1980s.

Independent and Non-TWR Racing

Independent racing efforts with the Jaguar XJS primarily involved teams adapting the grand tourer for national and club-level competitions during the and , often focusing on series and endurance events outside of factory-backed programs. In the United States, Group 44 Racing, led by Bob Tullius, spearheaded early independent campaigns by modifying stock XJS coupes for the starting in 1977. These cars featured extensive upgrades including aluminum body panels for weight reduction, dry-sump lubrication, reinforced chassis components, and tuned V12 engines producing around 450 horsepower, while retaining the independent suspension for improved handling. Group 44's efforts proved highly successful, securing the Category I Drivers' and Manufacturers' Championships in both 1977 and 1978, with multiple race victories at tracks like Watkins Glen and , demonstrating the XJS's potential as a competitive platform despite its luxury origins. In Australia, privateers like John Goss entered XJS models in the Australian Touring Car Championship (ATCC) and the demanding endurance race from 1980 onward, using near-stock vehicles with basic racing preparations such as roll cages, upgraded brakes, and suspension tweaks to meet Group A regulations introduced in 1985. Goss's 1980 Bathurst entry, a privately funded standard-spec XJS, did not finish (DNF) due to an accident, highlighting the challenges of competing against lighter rivals without major sponsorship. Similarly, Garry Willmington constructed his own Group A-spec XJS in 1985 from a used road car, incorporating a 5.3-liter V12 tuned for reliability, wider wheels, and aerodynamic aids; he competed in seven ATCC rounds that year, partnering with for Bathurst appearances in 1985 (12th place) and 1986, though results were modest with no podiums but consistent finishes in the midfield. Beyond major series, XJS privateers appeared sporadically in club racing and hillclimb events during the , particularly in the UK and , where enthusiasts fitted lightweight body panels, stripped interiors, and stiffened suspensions to enhance agility on twisty courses. Examples include modified XJS coupes in British Automobile Racing Club (BARC) sprints and regional hillclimbs, such as the "Black Pearl" V12 model competing at Forrestburn Hill in , achieving competitive times in open practice events. These grassroots applications often yielded class wins in local meets but lacked the resources for sustained international campaigns, with no major global titles beyond the Trans-Am successes. By the early 1990s, independent XJS racing declined as Jaguar shifted focus to newer platforms like the XJR saloons for , rendering the aging coupe less viable against evolving regulations and lighter competitors in series such as the . While turbocharged V12 experiments emerged in isolated private builds, they remained experimental and undocumented in competitive racing, further limiting the model's non-professional legacy.

Legacy and Collectibility

Production Figures and Market Reception

The Jaguar XJS was produced from 1975 to 1996, with a total of 115,412 units manufactured over its 21-year run. Production can be broken down into three main eras: approximately 15,000 pre-HE models from 1975 to 1981, around 65,000 High Efficiency (HE) variants from 1981 to 1991, and about 35,000 facelifted models from 1991 to 1996. These figures reflect Jaguar's efforts to refine the model amid evolving market demands and technological updates, culminating in the final XJS rolling off the line on April 4, 1996. Sales performance varied significantly across the model's lifespan, with early years hampered by economic conditions but later achieving notable peaks. The introduction of the version in 1988 for the market spurred a sharp increase in imports, exceeding 5,000 units annually by that year and accounting for 57% of total XJS sales in the . Global production reached its zenith in 1989 at 10,665 units, driven by improved efficiency and broader appeal following the HE updates. Market reception was mixed, with the XJS earning praise for its opulent interior, smooth V12 power delivery, and grand touring comfort that rivaled contemporaries in luxury. However, critics often faulted its handling for lacking the precision and agility of sports-oriented rivals like the , which offered superior cornering and responsiveness despite the Jaguar's emphasis on refined cruising. The controversial rear design also drew stylistic backlash, contributing to initial perceptions of the car as outdated upon launch. The XJS faced substantial market challenges during its debut amid the fuel crises, as the thirsty 5.3-liter —consuming around 14 mpg—deterred buyers in an era of soaring petrol prices and economic uncertainty. Early sales averaged only about 4,000 units annually in the during the first five years, reflecting broader struggles for under which operated. Recovery came in the following 's privatization in 1984, enhanced via the HE engine, and stronger marketing, which boosted overall demand and positioned the XJS as a viable alternative. Exports played a pivotal role, with roughly 70% of production destined for the and European markets, underscoring the model's international appeal despite domestic sales remaining modest. This export focus helped sustain production volumes, particularly as North American demand grew with regulatory approvals for later variants.

Modern Values and Restorations

In 2025, the Jaguar XJS continues to attract collector interest, with values varying significantly by model, condition, and mileage. Pre-HE coupes from the late 1970s typically range from $20,000 to $40,000 for well-maintained examples, reflecting their rarity and appeal to enthusiasts seeking original V12 configurations. Low-mileage V12 convertibles, particularly those from the and early , command premiums exceeding $50,000, driven by demand for open-top variants in excellent condition. The high-performance XJR-S models, limited to around 500 units, can reach up to $68,000 at for pristine survivors, underscoring their status as desirable performance icons. The model's collectibility has surged with its 50th anniversary in 2025, boosting demand through dedicated events organized by clubs such as the Drivers' Club and the Jaguar XJS Club. Highlights include the XJS50 National Day at in September 2025, featuring a timeline of production cars, and displays at the Classic Motor Show and Festival, where over 100 XJS vehicles gathered to celebrate the model's legacy. These gatherings, supported by the Jaguar Enthusiasts' Club, have fostered a vibrant , with membership in XJS-specific groups exceeding 1,000 worldwide and contributing to stabilized or rising values amid broader market trends. Restoration efforts remain popular, addressing common issues like in the sills, pans, and lower wings, as well as aging electronics in the and ignition systems. Specialized kits for repair, including replacement panels and sealants, are widely available from suppliers, often costing $5,000 to $15,000 for comprehensive work. Emerging trends include electric conversions, with projects like the EV-XJS transforming V12 models into battery-powered cruisers using Tesla-sourced components for improved efficiency and drivability, though these remain niche due to costs starting at $50,000. restorers emphasize preventive to preserve , with many owners opting for modular upgrades to enhance reliability without altering the aesthetic. The XJS's cultural footprint extends to cinema and scale modeling, enhancing its enduring appeal. It appeared in 1980s films such as (1987), where a white XJS served as a pursuit vehicle in sequences, symbolizing British luxury and speed. Diecast replicas by Corgi and , including 1:36-scale versions of the and from the late 1970s onward, remain sought-after collectibles, often fetching $50 to $200 for mint examples tied to TV shows like The Return of the Saint. Recent auction records highlight this legacy; a low-mileage 1996 Celebration convertible sold for $28,558 in 2024, setting a benchmark for final-year variants amid anniversary-driven interest.

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