Which Jaguars does the workshop look after?
From the 1948 XK120 to the F-Type, Jaguar built cars that sit far apart in engineering terms: separate-chassis roadsters, monocoque sports saloons, twelve-cylinder grand tourers and, later, aluminium sports cars. All of them are welcome in the workshop, whether for servicing, mechanical recommissioning or a full Jaguar restoration. A few landmarks to place each family:
- XK120, XK140 and XK150 (1948–1961): roadsters, fixed-head and drophead coupés on a separate chassis; the very first XK120s were bodied in aluminium before the switch to steel;
- Mark 2 (1959–1967): a monocoque sports saloon offered as a 2.4, 3.4 and 3.8, continued by the 240 and 340;
- E-type (1961–1975): coupé, roadster and 2+2, covered in detail on our Jaguar E-type page;
- XJ6 and XJ12 (from 1968 and 1972): large saloons in three series, plus the two-door XJ-C coupé of Series 2;
- XJ-S (1975–1996): a V12 grand tourer, later also offered with the AJ6 straight-six, as coupé, cabriolet and convertible;
- XK8 and XKR (1996–2006): V8 coupé and convertible, supercharged in XKR form;
- F-Type (2013–2024): aluminium structure, with four-cylinder, V6 and supercharged V8 engines depending on the version.
XK straight-six, V12, V8: three engines, three approaches
The XK straight-six stayed in production for more than forty years, from the XK120 to the last Daimler limousines. Iron block, aluminium head, two-stage timing chain: it is judged by the tension of its chains, the condition of its head, its oil pressure and its leaks. Its carburettors, SUs on most versions, need careful balancing. When it has to be opened up, the engine rebuild begins with stripping and measuring.
The 5.3-litre V12 arrived in 1971 in the Series 3 E-type, went on to power the XJ12 and the XJ-S, and later grew to 6 litres. Block and heads are aluminium, with one camshaft per bank. Its weak spot is cooling: radiator, pump, hoses and the whole circuit are checked with care, as are ignition and fuelling.
On the XK8 and XKR, early AJ-V8 engines are known for the plastic tensioners on their timing chains, and some for the Nikasil coating of their cylinder bores: two points checked before any other decision.
Burr walnut, leather and chrome: the Jaguar cabin
Much of a classic Jaguar’s character lives in its cabin: dashboard and door cappings veneered in burr walnut, piped leather seats, deep carpets, headlining. On a Mark 2 or an XJ6, the veneer cracks, lifts or loses its lacquer in the sun; it is refurbished at the same time as the trim.
All upholstery is made in the workshop, faithful to the original or in a combination of your choosing. Bumpers, trims and grilles are sent for rechroming arranged by the workshop, so that the brightwork matches the depth of the paint.
Servicing or restoration: where to begin?
With a classic Jaguar, the first appointment is a full inspection: structure and corrosion, engine, gearbox, brakes, rear suspension, electrics, interior. It separates what belongs to routine servicing from what calls for deeper work, and forms the basis of an estimate itemised line by line.
The independent rear suspension shared by the E-type, the XJ saloons and the XJ-S carries its brake discs inboard, next to the differential rather than at the wheels, and they are checked at every inspection. For a car further afield, a first opinion can be given from photos and videos.