Incredible Jaguar XJ-S Targa with 896 miles, like new !!!!!!!
Incredible Jaguar XJ-S Targa with 896 miles, like new !!!!!!!
Our Jaguar XJ-SC V12 is a US delivery. It was ordered and delivered by Mr. Jacob Kalo, MD. Hi collected the car bur drove it only 800 mls. It was stored in a air controlled warehouse. The car was imported to Germany in 2011 and got German Papers, then it was sold to his second owner. He was the owner of a very important English classic car collection. The car was stored in his warehouse and overseen by his team. In December 2025 the car was checked by the very respected company Perfect car in Cologne. The fuel and ignition system where checked, cleaned, and repaired; it runs as it should. It got a fresh TÜV inspection as well. The car is in virtual in new condition. It comes with the bord books and the tire jack. It can be seen by appointment. We recommend doing a full service if the car likes to be used.
The Jaguar XJ-S (later called XJS) is a luxury grand tourer manufactured and marketed by British car manufacturer Jaguar Cars from 1975 to 1996, in coupé, fixed-profile and full convertible body styles. There were three distinct iterations, with a final production total of 115,413 units over 20 years and seven months.
Originally developed by Chief Engineer William Heynes using the platform of the then-current XJ saloon, the XJ-S was noted for its prominent rear buttresses. The early styling was partially by Jaguar's aerodynamicist Malcolm Sayer—one of the first designers to apply advanced aero principles to cars—however Sayer died in 1970, before the design was finalized.
The XJ-S was introduced on 10 September 1975. The design and development had begun in the late 1960s by the code name of project XJ27, with an initial shape penned by Malcolm Sayer, but after his death in 1970 it was completed by the in-house Jaguar design team, headed by Doug Thorpe. The design was radical for the time, with long overhangs and the 'flying buttresses' that swept down the rear of the roofline. A common misconception of these design details is that they were a leftover from a potential mid-engine layout, with the black plastic vents behind the rear windows being functional to that design. While a mid-engine layout was considered, it never made it past initial brainstorming. The buttresses were always meant to be merely a styling feature that improved aerodynamics.
Power came from the Jaguar V12 engine with a choice of a manual or an automatic transmission, but the manual was soon dropped as they were left over from V12 E Type production. V12 powered production automobiles were unusual at the time; Italian luxury sports car makers Lamborghini and Ferrari produced such models. The specifications of the XJ-S compared well with both Italian cars; it was able to accelerate to 97 km/h (60 mph) in 7.6 seconds (automatic models) and had a top speed of 230 km/h (143 mph). The first series of XJ-S cars had a BorgWarner Model 12 transmission with a cast-iron case and a bolt-on bell-housing. In 1977, General Motors' Turbo-Hydramatic 400 transmissions were fitted. The TH400 transmission was an all-aluminum alloy case with an integrated non-detachable bell-housing. The XJ-S was originally supplied with Dunlop SP Super E205/70VR15 tires on 6K alloy wheels; British police upgraded their Jaguars to a higher-performance 205/70VR15 Michelin XWX tires. At the end of the 1970s Jaguar started to fit the 205/70VR15 Pirelli P5. The Pirelli P5 was the tire that Jaguar had asked Pirelli to produce to improve their luxury cars. European and Canadian spec XJ-S models were fitted with two molded headlights, while models for the US (until 1992) were fitted with four round sealed beam lights due to legislation.
Jaguar launched the XJ-S in the wake of a fuel crisis, when the market for a 5.3-litre V12 grand tourer was small. The XJ-S was a radical departure from the E-Type it replaced, having shifted from being a sports car to a GT and losing the option of a convertible roof. The buttresses behind the windows were criticized at the time as German authorities feared these would restrict rearward vision and refused to give type approval to the XJ-S requiring German XJ-S buyers to obtain road approval for each individual car upon registration. Sales remained stubbornly low, and production was halted for half of 1981, to allow unsold stock to be moved. Because of the slow sales, Leyland Cars had decided to discontinue the car but decided to give it another chance with a light facelift and engine revisions.
XJ-SC
In 1983, the new 3.6-litre Jaguar AJ6 straight-six engine was introduced along with a new convertible model called the XJ-SC. The coupé's rather small rear seats were removed in order to make space for the removable soft top, making it a strict two-seater car. The XJ-SC was not a full convertible but was a fixed profile variant with a non-removable center Targa-type structure, fixed cant rails above the doors, and fixed rear quarter windows. The six-cylinder cars can be identified by a raised bonnet center section.
A V12 powered XJ-SC was introduced in 1985, production ended 1988
The first XJ-SC was produced on June 28, 1982, the last January 26, 1988. In all 5013 XJ-SC Cabriolets were built, most of them with a 12-cylinder engine as LHD ( 2.950 ). These cars were different in that they had a Targa/Convertible body style with removable Targa panels over the two-seater passenger compartment, similar to T-tops, plus a fabric rear section including the rear window; there was an optional hard top for the rear section. Approximately 1598 Right Hand Drive and 3416 Left Hand Drive cars built. Whilst there are a small number of the XJ-SC cars with the rear seat conversion, Jaguar Cars only ever produced one such car which was specially built for Princess Diana. The rear roof section on this car was fully secured in place and could not be removed. This conversion was later carried out by several aftermarket companies on owners’ cars, not with the approval of the works.
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