Background
The Americans used to joke that you needed to buy two Daimlers, one for driving while the other was being repaired. It’s certainly true that there were quality control problems during the later British Leyland years. But the 1990 Ford takeover transformed the last XJ40 Jaguar and Daimler models, the American company’s corporate buying power lifting the quality of components almost overnight.
What was essentially a two-car Jaguar line-up in 1990 grew to see four separate models on offer early in the following decade, thanks to the debut of the S-Type in 1998 and the more compact X-Type three years later. Ford knew, however, that the models it had inherited via its Jaguar/Daimler purchase would need replacing before then; the XJS dated back to the mid-1970s, while the XJ40-generation XK had been on sale since 1986. In the world of luxury cars that meant the current Jaguar saloon was more than halfway through a typical life cycle, and so the question of its replacement was one requiring serious discussion.
The new owners took a good look at the XJ40 and realised there was still life in what was essentially a great platform – and it was therefore an excellent basis for a major revamp. With altered styling more in tune with Jaguar’s heritage, an XJ40-based newcomer could be brought to market cost-effectively, giving the Jaguar and Daimler’s image a boost in the process.
The new X300 series launched in November 1994 built on the success of the XJ40, threw in a major rethink in driveline refinement, and added a return to traditional XJ6 styling.
Rear cabin space in these cars could be tight, the long wheelbase versions were popular where rear seat space is important, while the standard wheelbase is valued by drivers who place a premium on agility, compact size and less weight. Suspension was also heavily revised for reduced body roll and better handling.
Cleverly, the X300 managed to look significantly different from its predecessor, despite sharing the same platform. Indeed, the X300 was essentially a re-skinned version of the eight-year-old XJ40, featuring a traditional bonnet line that followed the shape of the quad headlamps and was therefore reminiscent of the old Series III XJ and Daimler Sovereign range. Combine that with a subtly more curvaceous overall look (as well as integrated body-coloured bumpers) and you had an XJ that managed to look both fresh and authentic at the same time.
Ford made a major investment in new manufacturing techniques, with the latest in body-welding robots helping to ensure impressive panel fit and precision compared with previous generation cars.
The X300’s adoption of Jaguar’s latest AJ16 six-cylinder engine helped to reinforce the newcomer’s image, with this development of the XJ40’s AJ6 unit being smoother, more refined and more reliable than ever. At the same time the V12 engine continued in the X300 in its latest 6-litre specification as fitted to the last XJS models, and stayed in place until the end of 1997 for Daimler models, despite Jaguar versions losing it two years previously.
