Background
When the original Jaguar XJ6 saloon hit showrooms way back in 1968 it had everything – Grace, Pace and Space, as the ads told us. Fast forward to 2003 and the third-generation Jaguar XJ, or X350 as it was known internally, carried that tradition on with some aplomb. Fitted with a range of V6 and naturally aspirated and supercharged V8 engines, both short-wheelbase and long-wheelbase versions were available.
Featuring a bonded and rivetted aluminium monocoque chassis that was both 40% lighter and 50% stiffer than the outgoing model’s, the styling of its aluminium body panels were a gentle development of the rounded, hooded-headlight style that had become the XJ-range’s signature look.
It was the first production car to feature such advanced construction techniques, and don’t worry about that glue – extensive tests show the metal itself will fail before the bon does (the rivets are only there to hold the parts in place while the glue dries).
Fitted with a multi-link, four-wheel computer-controlled adaptive air suspension, the X350 handled as well as it rode. So well in fact that Jaguar developed an XJR version – and while the previous version had featured a 326bhp supercharged straight-six, the new model had a 395bhp supercharged V8 under the bonnet.
As silky smooth as it was powerful, if the old car had been a broken-nosed bank robber holding a sawn-off shotgun, the X350 was James Bond cradling a specially spec’d and Q prepared Accuracy International AX50.
But despite still looking very much like an updated version of the XJ of old, the new model was radically different underneath, not least in the addition of turbo-diesel powerplants to the range. In 2005, Jaguar introduced the XJ TDVi, featuring the same Ford-Peugeot-developed 2.7-litre twin turbo V6 found in the S-Type. The AJD-V6 is rated at 201bhp and is fitted with electronically controlled active engine mounts to minimise vibration at idle.
But for those who believe a Jaguar really ought to have a petrol engine with six cylinders (Jaguar founder Sir William Lyons would be firmly of this view, we feel sure), then an XJ 3.0 V6 is really the only choice. The all alloy AJ V6 engine is a superb powerplant.
Detractors complain that it’s based on the Ford Duratec V6, but this is just badge snobbery – Ford bought the Duratec V6 design from German sports car manufacturer Porsche, who’ve been known to make the odd great engine over the years. Cosworth finished the development for Ford – they’re pretty good at engines too.
Jaguar added variable valve timing and their own DOHC alloy cylinder heads, allowing the compact and efficient powerplant to make nearly 240bhp and 216lb-ft of torque, while also being capable of close to 30mpg on a run.
Allied to a six speed automatic gearbox with locking torque converter, the big XJ super saloon can waft you effortlessly across vast distances, and you’ll climb out of the luxurious cabin feeling as though you’ve just nipped down to the local shops.
