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Jaguar XJ12 SI
Restoration
Engine
Engine block
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Fuel
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Electricals
Interior
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Handling
When Jaguar introduced the XJ6 in 1968, it was not a revelation of technological discoveries but a culmination of years of research along with development, integrating the best features in one package. Here we had a proper luxury saloon, more silent than a Rolls Royce, more comfortable than a Cadillac which handled better than most sports cars of the era.
No small wander that never before a car as received so much praise from Fleet Street journos!
It featured the famous IRS Jaguar suspension, first seen in the iconic E-type and the flagship saloon Mk X, with its insulated cage, in-board discs and radius arms, years ahead of the common live axle or De Dion systems. At the front there was the novelty of in-built anti-dive geometry for safer handling and braking. Similar to the rear suspension, we had a fully insulated sub-frame, using the Metalastik bushes, in the same number as the rear, four. All these factors combined contributed to isolate further all harshness, vibration and noise being transmitted to the bodywork for an ultra refined ride, giving us the famous Magic Carpet Ride.
One astonishing peculiarity is that even the most abused XJ can still surprise for its quality ride, ultra smooth and soothing, ready to catch the unwary potential buyer.
The suspension can have all its components on the last threads but the car will perform faultlessly, only showing its wear in extreme situations.
The parts are not that expensive to renovate an XJ suspension but the combination of all the parts cost can be frightening. It is more common a XJ needing full overhaul than you would think as most owners do not bother to repair as long it rides nicely, which it does even all knackered!
No small wander that never before a car as received so much praise from Fleet Street journos!
It featured the famous IRS Jaguar suspension, first seen in the iconic E-type and the flagship saloon Mk X, with its insulated cage, in-board discs and radius arms, years ahead of the common live axle or De Dion systems. At the front there was the novelty of in-built anti-dive geometry for safer handling and braking. Similar to the rear suspension, we had a fully insulated sub-frame, using the Metalastik bushes, in the same number as the rear, four. All these factors combined contributed to isolate further all harshness, vibration and noise being transmitted to the bodywork for an ultra refined ride, giving us the famous Magic Carpet Ride.
One astonishing peculiarity is that even the most abused XJ can still surprise for its quality ride, ultra smooth and soothing, ready to catch the unwary potential buyer.
The suspension can have all its components on the last threads but the car will perform faultlessly, only showing its wear in extreme situations.
The parts are not that expensive to renovate an XJ suspension but the combination of all the parts cost can be frightening. It is more common a XJ needing full overhaul than you would think as most owners do not bother to repair as long it rides nicely, which it does even all knackered!
Not too difficult for a competent home mechanic but you do need access to some specialist tools such a front spring compressor and don't even think of trying with those flimsy DIY jobs you got for your Ford McPherson struts, you risk of breaking a limb or worse.
I did replace my shocks with Koni Classic, which don't need introduction as the best, being fully rebuildable and excellent quality, price in 2000 for a full set of 6 with an incredibly generous discount (cost price) from my ex-boss at Tecnauto stood me around 650 euros inclusive VAT. I also had a set fitted to my SII and cannot praise highly enough its qualities.
Suspension bushes for the anti-roll bar links, wishbones, shocks, forward front sub-frame etc came from Superflex, made of polyurethane, renowned to never crack, split or get damaged from oil or fuel, supposedly last five times longer than rubber. Only marginally costlier than Jaguar originals, I believe it is a sound investment.
Anti roll bar bushes are from TWR (of Jaguar Le Mans fame) and all bump stops, radius arms and rear cage and rear front sub frame mounts (Metalastik) are from Jaguar OEM.
Ball joints are sealed for life Lemforder, apparently these are the best and anti-roll bar links and track rods and its ends are original Jaguar OEM. All these parts were bought from Nick and Jim Bolton at JagShop in London, thanks guys!
Road springs fitted at this time were brand new Jaguar XJ12 originals but later I was forced to buy AVO, as I removed too much weight from the front, requiring lower ride of -35/40mm, these bought fairly cheap at £90 for the set and the jury is out there concerning looks!
It was necessary to produce a special spring compressor, similar to Jaguar's, which is used now by Jorge, my mechanic, for er... Mercedes! It does not require a huge amount of special tools to overhaul this car suspension, but it does require huge patience and knowledge, especially setting up the suspension afterwards and shimming the rear discs. Goodridge braided brake hoses have been fitted, bled with Automec Dot 5 Silicon fluid, kinder to the paintwork and doesn't absorb water, eradicating the spongy feel, last for years!
Brand new pair of four pot brake callipers (XJ12 SIII) were bought to replace the original three pot set up. Unfortunately these are not compatible with the original uprights, so I had to buy a used pair from a dismantled XJ12SIII, callipers, discs included! Jorge Maia had rebuilt the rear brakes and replaced the disc/pads, front and rear in 2000, so everything was OK there, he even managed to put the handbrake working properly!
Unfortunately, due to other commitments, I still not have the time to properly sand blast all suspension hardware and send it to powder coating. I have those facilities within 5 miles from Jorges garage and it's fairly cheap so it's in the plan.
I'll inform how the beast performs on the road, as soon I figure out how I going to fuel inject it and find a decent, honest upholsterer!
Keep in tune!
I did replace my shocks with Koni Classic, which don't need introduction as the best, being fully rebuildable and excellent quality, price in 2000 for a full set of 6 with an incredibly generous discount (cost price) from my ex-boss at Tecnauto stood me around 650 euros inclusive VAT. I also had a set fitted to my SII and cannot praise highly enough its qualities.
Suspension bushes for the anti-roll bar links, wishbones, shocks, forward front sub-frame etc came from Superflex, made of polyurethane, renowned to never crack, split or get damaged from oil or fuel, supposedly last five times longer than rubber. Only marginally costlier than Jaguar originals, I believe it is a sound investment.
Anti roll bar bushes are from TWR (of Jaguar Le Mans fame) and all bump stops, radius arms and rear cage and rear front sub frame mounts (Metalastik) are from Jaguar OEM.
Ball joints are sealed for life Lemforder, apparently these are the best and anti-roll bar links and track rods and its ends are original Jaguar OEM. All these parts were bought from Nick and Jim Bolton at JagShop in London, thanks guys!
Road springs fitted at this time were brand new Jaguar XJ12 originals but later I was forced to buy AVO, as I removed too much weight from the front, requiring lower ride of -35/40mm, these bought fairly cheap at £90 for the set and the jury is out there concerning looks!
It was necessary to produce a special spring compressor, similar to Jaguar's, which is used now by Jorge, my mechanic, for er... Mercedes! It does not require a huge amount of special tools to overhaul this car suspension, but it does require huge patience and knowledge, especially setting up the suspension afterwards and shimming the rear discs. Goodridge braided brake hoses have been fitted, bled with Automec Dot 5 Silicon fluid, kinder to the paintwork and doesn't absorb water, eradicating the spongy feel, last for years!
Brand new pair of four pot brake callipers (XJ12 SIII) were bought to replace the original three pot set up. Unfortunately these are not compatible with the original uprights, so I had to buy a used pair from a dismantled XJ12SIII, callipers, discs included! Jorge Maia had rebuilt the rear brakes and replaced the disc/pads, front and rear in 2000, so everything was OK there, he even managed to put the handbrake working properly!
Unfortunately, due to other commitments, I still not have the time to properly sand blast all suspension hardware and send it to powder coating. I have those facilities within 5 miles from Jorges garage and it's fairly cheap so it's in the plan.
I'll inform how the beast performs on the road, as soon I figure out how I going to fuel inject it and find a decent, honest upholsterer!
Keep in tune!
