While only sold for a couple of years, these days the pillarless Jaguar XJ-C is one of the most desirable classics around. Here’s how to buy one

Words: Sam Skelton  Images: Matt Woods

The XJC was always an integral part of the Jaguar XJ plan. One prototype even exists as a Series 1 – the plan was to launch the car long before its 1973 unveiling. But problems sealing the pillarless windows and a focus on the more profitable saloon models meant that it was postponed until just before the launch of the XJ-S, a model which many inside Jaguar felt represented internal competition.

The window sealing issues were eventually solved with a series of pulleys and cables which would press the side windows in toward the door seals at speed, removing their tendency to pull outwards and create wind noise.

As launched, the XJ-C was a Series 2 – taking advantage of the 1973 facelift which brought the bumper height up, reduced the depth of the grille and gave the car a revised interior. This meant it could look fresh alongside competition including the Mercedes 280CE and the BMW 3.0 CSi. While entry level saloons got a 3.4-litre engine, the XJ-C was only ever available with 4.2-litre XK and 5.3-litre V12 units – initially badged as XJ6C and XJ12C accordingly, but rebranded as the XJ4.2C and XJ5.3C when marketing concluded that advertising 12 cylinders in the wake of a fuel crisis would be deemed profligate. No, we’re not sure how advertising a 5.3-litre engine helped matters…

All XJ-Cs had a vinyl roof from the factory and while many wags suggested that this was to hide the seam in the shortened saloon roof, there was in fact no engineering reason to hide the panel and a vinyl roof was fitted purely for marketing reasons. Such a feature was deemed stylistically desirable, and it has become one of the model’s best recognised features alongside its windows and thicker C-pillar design.

Alongside the Jaguar models sat a pair of Daimlers; the Sovereign Coupe and the Double-Six Coupe – each with slightly different trim and a higher price than that of its Jaguar equivalent. This range of four models lasted just two years in production with the last car rolling off the Browns Lane production line in 1977.

While they had proved an effective halo for the XJ saloon range, buyers in search of something swish were turning to the XJ-S and those in need of greater practicality chose a standard XJ saloon. The XJ-C was left in a ‘no man’s land’ of poor sales and profitability, and by the launch of the Series 3 XJ in 1979 it was but a distant memory for the sales and marketing men. Just 10,426 had been produced.

Bodywork

It should come as no surprise to anyone old enough to remember Series XJs in regular use that they like to corrode – and there’s a lot of metal that needs to be looked at in order to check you’ve got a good one. Fortunately, the XJ range is well-served in terms of bodywork, and even the XJ-C specific bits can be had if you’re willing to pay the price. That price can sometimes be unpalatable – we found rear wings, for instance, at £3484 each – but it does make restoration far more viable than for cars where panels simply don’t exist.

But you don’t want to spend the same on a wing as you might conceivably spend on a second classic Jaguar, so it’s better to check it’s good to begin with. And the places to start are the structural areas – the inner and outer sills, the floorpans, any box sections you can get to, the front subframe mountings and the rear suspension mounting points. Check too for rot around the front and rear screen surrounds, often caused by moisture trapped behind the rubbers or under the vinyl roof. If there’s rot here it’s far worse than it looks, and the screens have to come out to sort it. Leaks here can also let water in and cause damage to trim.

Engine and transmission

There’s nothing really to be scared of under the bonnet here, as the XJ-C uses the same engines as the standard XJ saloon range. That is to say, 4.2-litre variants of the XK six-cylinder and 5.3-litre variants of the Jaguar V12.

XKs can burn a bit of oil – it’s a character trait and not necessarily a sign of anything nasty. But listen for timing chain issues as chains can break, and a rattle is usually the first sign that something is amiss. It’s not a cheap job, so negotiate if it’s necessary. Listen for bearing noise when cold, and when up to temperature you need to look for around 40psi on the oil pressure gauge at around 3000rpm.

If you’re looking at a V12, listen for knocking and check for excessive smoke. They’re usually quiet, and only a loose timing chain should be audible at worst. If it’s noisy, walk away. Likewise if there are head gasket problems walk away, and if the many belts and hoses are past their best you’re probably better off looking for another example.

While there were a handful of manuals, the majority of 4.2-0litre XJ-Cs and all 5.3-litre cars will be automatic – using a Borg-Warner transmission, though some very late V12s might have a GM400 unit. The Borg Warner is generally reliable, but check that changes are smooth and that the kickdown works as intended.

Any hesitation or jumping out of gear is bad news, and you should walk away unless the car is seriously cheap. It’s gearbox rebuild time, and this needs factoring into the price.

Suspension, steering and brakes

The independent rear suspension system is complicated by 1970s standards and can be hard to work on, with several rubber joints, mountings and universal joints – all of which can wear. Tired suspension can lead to uneven tyre wear, so check the tyres as they’ll offer a clue as to the condition of the suspension.

Clunking when pulling away could be wear in the propshaft or halfshafts, but could also mean that the subframe mountings are parting from the floorpans. It’s one of those cars where a professional inspection on a ramp will pay dividends, so if you’re unsure get it inspected.

Steering is light but should feel reasonably direct. Theoretically it’s a durable system but if the rack needs a rebuild seal kits are available.

Inboard rear brakes can be a difficult job for the home mechanic, though experts are well-versed in their rebuilding. They can seize through lack of use so test them. Handbrake adjustment is above the rear discs and a nightmare job, so test the handbrake thoroughly if you can. The location of the brakes also makes them vulnerable to leaking differentials, so check there’s no oil on the pads.

Interior and electrics

Leather and walnut are two of the most expensive materials to replace when restoring a classic – but fortunately two of the easiest to find a craftsman to undertake. Almost all XJ-Cs came with leather trim, though a handful came with velour which is reasonably hard wearing and comfortable.

If there’s been any water ingress as a result of screen rot things may smell damp, and if the carpets are moist to the touch it’s likely to confirm this. If it’s the case, it’s not going to be cheap to put right. The odds are that with water ingress there will be moisture damage to the lacquered finish of the walnut dashboard too, and this certainly won’t be cheap to repair.

As with any old car, buy the best you can afford and if there’s anything amiss inside, use it as a negotiating lever.

Jaguar XJ-C: our verdict

The Jaguar XJ-C is that rare car, a 1970s Jaguar that manages to avoid the Arthur Daley stereotype and has aged as gracefully as its manufacturer had intended. Where else will you find svelte pillarless lines melded to the finest walnut and leather interior this side of a Rolls-Royce Corniche, with excellent mechanical parts support and a pair of thriving owners clubs eager to help would-be owners with every detail of their purchase and running their classics?

The XJ-C offers exclusivity beyond that of the standard XJ without the potentially ruinous parts costs of an XK or the asking price of an E-type, it’s the classic Jaguar we’ve all been looking for and the market is starting to wake up to its desirability.

If you want to be even more exclusive and to be part of the story of Britain’s oldest motor manufacturer, it’s possible to buy Daimler Sovereign and Double Six branded coupes – sadly the Vanden Plas model never proceeded beyond a sole prototype but by 1970s standards the standard models were specified to an excellent standard. You’ll miss no creature comforts in here.

Values as a result have started to rise, and gone are the days of finding a tidy example in the back of a local paper for £5000.

But we see no reason to suspect a reversal of the trend, and the XJ-C is one of the few classics we think will actually make you money as you enjoy it. If you can afford to buy one, there really is no good reason not to.