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Jaguar XJ-S. Manual - part 3

Jaguar dealerships. After two years, the response had been so good that Jaguar began making its own convertibles at
the factory, and continued until the end of XJ-S production.

Mike Cogswell elaborates: “The H&E's were built in '87 and '88 (my '88 is one of the last, possibly the last). The H&E
is easily spotted by:

The small oval Hess & Eisenhardt badge on each side behind the front wheel well.

The top folds down flat, the later factory convertible tops are pretty high when folded.

The H&E has four window rocker switches. Early ones are separate, later ones in a single gang of
four.

The factory convertible has a small, ugly <grin> hump in the sheet metal on the side right behind the
doors. This covers the tops of the rear quarter windows, which don't fully retract.

“There are many other differences, but those are some of the most obvious.”

David Johnson adds, “The top also looks better than the regular convertible because it is fabric, not a plastic.” This
may be true for only some of the H&E tops, though. Another owner says, “I figure they had the tops made in
California by Robbins.”

Supposedly the building the H&E’s were made in burned down, but H&E is still in business making limousines and
other things.

Of course, the nickname H&E is only too likely to cause confusion with the H.E. used to describe the V12 engine with
the Michael May-designed heads.

If you own an H&E or would like to know more about them, Johnson is the guy to talk to. He operates an e-mail
discussion list dedicated to the H&E and serves as a clearinghouse for available information. His phone number is +1
303-708-1850, you can send him e-mail at

david@davemjohnson.com

, or you can visit his web site at

http://www.davemjohnson.com/jaguar1/jaguar.htm

LISTER: Lister is the name of an outfit that became famous for building racing “specials” powered by Jaguar XK
engines in the late 50’s. Brian Lister withdrew from the racing scene in 1959 when one of his drivers was killed in a
Formula 2 race, but the Lister name reappeared in the mid 80’s in a modified form of the XJ-S. Peter Cohen describes
a 1988 Lister XJ-S he looked at: “The car had a V12 with a 5 speed manual gearbox, as well as all trim in body color
(no chrome, no stainless, no black rubber or vinyl), as well as suspension modifications. The car also has some "ground
effects" type body cladding.”

Brian Schreurs refers to a Road & Track article on the Lister: “It states that US versions got no engine upgrades, but
outside-US versions were tweaked considerably. It received a 5-speed from Getrag, the same used in BMW's 7-series
at that time, and also significant improvements to handling at no cost in ride.”

Of course, when Jaguar started offering its own JaguarSport models, the market for such aftermarket modifications
dropped. For the 90’s, Lister was building a fire-breathing monster called the Storm powered by a highly souped up 7+
litre Jaguar V12, and was competing in the major endurance races against Vipers and the like.

TWR: Stands for Tom Walkinshaw Racing, an organization with considerable success racing Jaguars in Europe.
Walkinshaw’s team won the James Hardie 1000 in Australia (better known as the Bathurst 1000) in 1985 in an XJ-S,
after an ignominious effort in 1984 in which the engine stalled on the starting grid and the car was creamed by a
Camaro coming from behind.

TWR modified customers’ XJ-S’s for street use until the formation of JaguarSport -- see below.

1988 LE MANS: Jaguar won the 24 hours of Le Mans! Brian Schreurs says, “The original XJR-S of 1988 was
considered the 'Le Mans Celebration' model. The first 100 were grey in color, had special badging, and a build number
plate. Otherwise they were built to the same specs as any other XJR-S.”

John Goodman elaborates: “Early '88, all tungsten grey, 15" speedline "bottletop" alloys and body spoiler kit, slight
suspension upgrade. A limited edition to commemorate Le Mans races.”

JAGUARSPORT: John Goodman: “It was set up in the late eighties, a joint venture between Jaguar and TWR Group,
sadly disbanded in '93-'94, all the tech people now work for Aston Martin. Remember, in the late eighties Jaguar was
on a high, winning race cars and everyone hyped up over the XJ220 (till they found out it had a poxy V6!). Obviously
Jaguar wanted to promote their racing pedigree... Enter Tom Walkinshaw who had been modifying Jaguars to special
order.

“Standard XJ-S's and XJ40's were taken from the Coventry production line and modified at the new JaguarSport plant
in Bloxham (near Banbury in the Cotswold hills England). This is the same plant that assembled the XJ220 and race
cars. This plant now makes the Aston Martin DB7.

“The very low volume production run of JaguarSport 6.0L engines were expensive to produce. Jaguar upped the cc of
the last of the standard Jaguar XJ-S's and XJ12's with a different uprated 6.0L engine and 4 speed autos, this is
reportedly not the same 6.0L as the JaguarSport unit; I do not know the difference, output is similar at 335 bhp, but
retains Marelli ign.

“The JaguarSport XJ40's '88-'92 (both 3.6 and 4.0L models were made, no US versions) were more heavily modified,
special cams and cyl heads.”

Richard Mansell adds: “The first JaguarSport cars were modified at Kidlington, the home of the TWR Jaguar racing
team. JaguarSport moved to Bloxham a year or two later. Cars to be modified were delivered there minus bumpers but
trimmed to JaguarSport spec.

“Owners with standard cars could have them modified to JaguarSport spec under the FAB scheme (Fitted At
Bloxham).”

Nathaniel Musselman says, “I tried to call JagSport in UK, but the number is answered as Aston Martin.”

XJR-S: Richard Mansell: “Some of the many mods included on the original XJR-S's were: 11% stiffer front springs,
20% less compliant rear radius arm bushes, specially valved Bilstein shocks. They were shod with 15" x 7.5"
Speedline wheels. Later on the wheels were widened by 0.5" and different tyres specified. Various suspension mods
were made along the way too. The original paint colours available were - Signal Red, Regency Red, Black, Solent
Blue, Silver Frost and Brooklands Green. The only other colour mentioned for the early cars is Tungsten Grey which
was used on the first 100 XJR-S's sold as Le Mans specials.

“In theory a real XJR-S will have the letter S as the 6th character of the VIN.”

John Goodman: “The Le Mans model changed or rebadged to the XJR-S in '88 until October '89 when the XJR-S was
more heavily modified with uprated engine (6.0L), autobox, all new uprated suspension, and similar "bottletop" wheels
but 8" wide and 16" diameter. Except for the spare which is still 15" with a temporary speed limited tyre!! Could be
because the 245/55 tyres don't fit the wheel well in the trunk; more likely it is because the wheels have different offsets
and different size tyres (225/50 front), so you would need two spares! Or risk mismatched wheels; at least with this it
has a bright orange label on it clearly showing the speed restriction and a warning to change as soon as possible.

“Surprisingly there is no rear anti-roll bar fitted, do not know about the '92's. I do know that TWR spent a lot of time
perfecting the setup for its intended market, i.e. it must retain its Jaguar qualities and handle better, it was never meant
to be a track car. The Lister modified cars were more for the race track feel. Similarly the Sportspack equipped 3.6
manual was designed for another market, it had to feel like it was sporty even if the ride was uncharacteristic for a Jag.

“The XJR-S continued in the new body shape with even more revisions until the introduction of the last of the
"standard" XJS's with the 6.0L/4 speed auto. A dark blue was introduced for the '92 cars and a nice metallic
silver/pink, but you could probably have any Jaguar colour off the production line.

“The genuine JaguarSport XJR-S 6.0 may be identified by the red "JaguarSport V12" badge on the inlet manifolds at a
quick glance. Officially these came out in Sept '89. I think all 6.0L engine numbers must start with 8W01******
(mine does anyway)

“The '88 XJR-S and Sept '88 limited edition Celebration model XJR-S were all standard 5.3. However, TWR
converted a few cars to special order before it changed over to JaguarSport. Some were just cosmetic with standard
engines and some had various engine mods up to 7.2L but the most common was 6.1L and apparently more V12
saloons were converted than XJ-S's.

“As TWR rebuilt customers' own cars/engines (not necessarily new ones either) then I would guess that the engine no.
relates to the original 5.3 that the car started with. But, I believe there should be a bronze identification plate
somewhere on the engine indicating a genuine TWR engine.

“Should you be lucky enough to actually have an early pre production XJR-S 6.0 it could be some sort of hybrid, may
not have all the mods.

“First look in the boot, the ECU is very obviously different, for a start it's mounted on the left of the fuel tank. There
are two injector power resistors on the L/H inner front wing instead of the usual one of the standard V12 and the air
boxes are also totally different from the standard car, everything else looks the same.

“On the road they are magic! Not harsh, but very good handling. The GM 400 auto box has modified shift speeds and
are quicker in changing, and less reluctant to kick-down into 1st. The steering racks have reduced assistance and
appear to turn faster. The suspension/spring set up is unique to the 6.0L, not the same as the sport spec. option.

“The '92 cars had more power than the pre-facelifted version, went from 318 to 338 BHP with cat exhausts. The BHP
increase is quite small but the engine has a lot more torque.

“US spec: Only 50 coupes and 50 convertibles imported '93 -'94, all were red or black.... So are very rare. Easily
identified by special steering wheel and JaguarSport logo on the seat headrests. Special 6.0L engine (338 bhp) with
Zytek ignition/injection and sequential injection, special reprogrammed GM400 shift speeds, special springs/ bilsteins
(not the same as the sport spec option on the standard cars), 8" wide special alloys with different offsets for front and
rear and an odd mix of rubber, 245/55 rear 225/50, front revalved power steering rack 30% stiffer, twin in tank fuel
pumps. Also, revised more efficient electric cooling fan, revised ducted cold air intakes for the manifolds and a few
other bits! It's not just plastic body mouldings and badges as you thought!!!

“You can order the XJR-S product support manual publication no S-80, unfortunately only available in the USA.
Around $25, but it looks like a dealer service manual.

“The only downside to these cars are the special ECU and distributor. Very expensive and the average Jag dealer
knows little about them! They can be repaired however if sent to the Zytek factory here in the UK. All the other
engine sensors are std. XJS. JaguarSport parts are easily available, I have had no difficulty.”

“Any Jag dealer should be able to give you a print out of all the JaguarSport parts (a few hundred). Apart from the
engines, revised GM400 shift settings, injection/ignition, suspension, bodykit and minor interior changes the rest of the
parts are the same.

“JaguarSport has been disbanded, I have horrendous trouble trying to get technical information for my F.I. problem
(minor problem). However, I have had no trouble in the availability of "JaguarSport" parts.

“US dealers did have, may still have, a technical help hotline to Jaguar UK for all XJR-S queries.”

Goodman adds that “There are full parts lists for all JaguarSport bits on the XJR-S web pages.”

http://www.jag-lovers.org/xj-s/xjrs/index.htm

SPORTSPACK:  John Goodman: “The SportsPack has nothing to do with JaguarSport. In fact I believe it is standard
on most of the 3.6L coupe XJ-S's (not sure on US cars) and an option on the V12 and 3.6 convertible.  Jaguar assumed
the 3.6 5 speed would appeal to the sporty driver!  Basically it is harsher springs and dampers, rack bushes and a sporty
steering wheel; I think the cross spoke alloys with 235/60 tyres were part of the package at first but were later offered
separately.  Ride is quite knobbly; it does not include the re-valved steering rack of the XJR-S 6.0L, which has yet
again different springs/ bilsteins (which also appears lower) and has a far smoother ride than a V12 with the SportsPack
option.”

Richard Mansell: “It was introduced by Jaguar as standard on the 3.6 in Sep 1987 and comprised of 43% uprated front
springs, 3% uprated rear springs, uprated Boge shocks all round, increased diameter front anti-roll bar, rear anti-roll bar
re-introduced, reduced assistance power steering, stiffer rack bushes and Pirelli P600 235/60 VR tyres on the lattice
wheels.

“The SportsPack, a variation of the one on the 3.6, was introduced on the V12 in Dec 1989. Judging by the parts
manual the front suspension is different, I guess because of the extra weight of the V12. The rear springs and shocks
are the same as the 3.6. The rear radius arm and anti roll bar is from the 3.6.

“The sports suspension became available in the US in Feb 1993.

“The later 5 volume workshop manual has a table of shift points for the standard gearbox and one for the SportsPack
gearbox.”

“The twin coachlines along the side of the car were two tone as part of the SportsPack although from VIN 144700 (3.6)
and VIN 148782 (V12) this became standard.

“The sports seats were originally only available as part of the SportsPack.”

1990 LE MANS: Jaguar won again! Mansell: “The second Le Mans Special Edition was introduced at the
Birmingham (UK) Motor show in September 1990 to celebrate the TWR XJR-12 win. Based on a standard car, the
280 models built had quad headlights, 16" lattice wheels, sports suspension, full Autolux leather interior, high-contrast
walnut veneer, a four spoke leather steering wheel and Wilton carpets. The stainless steel sill plates had a 'Le Mans
V12' motif along with the limited edition serial number.

North America did not receive the Le Mans but had their own Classic Collection instead. Along with unique paint
colours, magnolia leather with contrasting piping, leather gearshift knob, charcoal toned leather steering wheel they also
had gold boot and bonnet badges.”

Goodman: “Just a standard XJ-S with SportsPack and spoilers.”

Brian Schreurs says, “There were 280 built for the world. No breakdown on Federal vs. ROW.”

1990 ROUGE EDITION: Brian Schreurs says, “It is a special trim package; no structural changes.”

CALIFORNIA, 1991: Peter Cohen says, “Here in California, there were no 1991 XJ-S’s. The dealers sold 1990
models all through 1991, until the 1992 model came out. I thought that was just the way it was until 1994 when I came
across an actual 1991 Federal model. Now I realize that there are 1991 XJ-S’s all over, just not in California.”

1993, US MARKET: Enrico Campelli says, “For 1993 the standard XJ-S V12 was dropped for USA market and was
only available as XJR-S version, coupè or convertible. 50 coupè and 50 convertible were produced, finished only
either in Signal Red or Jet Black.”

Charlie Randle disagrees. “The US 1993 year XJR-S series were manufactured in a limited edition of 50 Convertibles
and 50 Coupes featuring a serialized plaque on the Dash. The 6.0 engine had the Zytek Engine Management system
and the old 3 speed slushamatic transmission. However, the colors were not limited to black and red. I have seen a

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