Introducing ‘X200 JGR’
Detail
Model
Jaguar S-Type 3.0 SE XS
Registration Year
2005
Current Mileage
56,000
Purchase Date
September 2013
Purchase Mileage
39,000
Dealer
CARALOT, Derby
Modifications
Improvements, Updates and Modifications installed during ownership.
-
Full 2004/05 XS Body kit but with the 2007 ‘R’ Boot Lip Spoiler
-
Jaguar XF Libra 17” wheels improving track width by an allowable 22mm.
-
Genuine Jaguar Bonnet leaper (although with the benefit of hindsight I’m not sure this was one of my better decisions)
-
DRL/Turn Signal ‘Switchback’ LED conversion.
-
Rear Turn Signal/Reverse lamp ‘Switchback’ LED conversion.
-
Genuine Jaguar twin media headrest screens.
-
Half wood, half leather steering wheel.
-
Wood effect door switch surrounds and overhead light console to match existing.
-
‘STR’ style leather and chrome gear shift knob.
-
Parrot Hands Free Comms and audio control system.
-
Nextbase 522GW Dash Cam with rear facing external zoom option.
-
CETEK battery charger ‘quick connect’ cable harness along with switchable LED voltage monitor.
-
Pair of ZAUSTWORX sports back boxes will be fitted during Oct 2023. (Will they stay on the car for long? – only time and miles will tell)
-
Replaced almost all M6 ‘rusty grade’ plastic body panel nuts and bolts with their stainless-steel counterparts.
Back story
Why did I choose to buy a Jaguar S Type? Well – it certainly wasn’t because of my experience working on and driving Jaguar cars during my formative motor trade years in the sixties and seventies.
Those 60s/70s Jaguars were not of course considered ‘classics’ at that time, just daily drivers of those that had a couple of grand to spare. In fact, the XKE was released to the world during the early sixties when I was part way through my ‘City & Guilds’ apprenticeship.
I had at that time the dubious honour of working on a range of Jaguars – Mk1, Mk2, XKE, Mk10 etc. etc. I found (like many other marques of the time) that they were ‘handraulically’ manufactured by skilled operatives, but the processes lacked consistency of quality which led to reliability issues and of course design had its part to play there also.
View this YouTube video to get a real sense of how Jaguars were manufactured in the 60s - ‘Old 1961 Jaguar Production’. Body corrosion was a massive issue on Jaguars (and others) at the time and I even witnessed rust forming on brand new cars when I was performing PDIs (Pre-Delivery Inspections) straight out of the showroom.
Manufacturers at the time would coat the bodywork of new cars in wax and store them on open ground before being delivered to dealers. As an apprentice it was one of my jobs to remove the wax with paraffin as part of the PDI. However, the underside of these vehicles was not protected and open to the elements. They had no underbody protection from the factory.
Many new owners would have their cars ‘undersealed’ after a couple of months use and this was applied by an independent ‘specialist’. However, the underside of the car was not cleaned and dried prior to application of the sealant so it was applied over a thin layer of road grime. This method didn’t allow the sealant to ‘stick’ to the underbody. Therefore, road water would get trapped between the underseal and the bodywork and accelerate the corrosion process. So, if you wanted your car to corrode more quickly then “get it undersealed”.
Anyway, not wishing to digress any further I’ll explain exactly why I bought an S Type:-
My first experience of the S Type was in 2009 during my son Davids’ ownership of a pre-facelift 3.0L 2000MY model. It was finished in British Racing Green with cloth seats and a manual gearbox.
Now the last time I drove any model of Jaguar was in the 70s during my time as a motor engineer. Those memories remain to this day firmly implanted in the archives of my grey matter.
Driving the S type (X200 that is) was a very different experience indeed. I recall that when getting into the cabin for the first time the interior seemed to wrap itself around me in a very welcoming and reassuring way. I was convinced that what would happen next would make me smile. I wasn’t disappointed. However, once I had passed the initial euphoric phase I settled into the drive and put on my motor engineer’s head.
I began then to realise that this example had not been very well looked after and was suffering early model bugs. Whilst the engine remained smooth and responsive the clutch had engagement issues and the ride was a little unplanted. I’m guessing the latter was down to suspension arm bushings.
The heater would only blow cold air which was I believe caused by a faulty heater control valve. The car also had the very common door locking issues in that the OS/R door would not lock at all.
Having said all that – I really liked it and returned from my test drive with my smile still in evidence. David eventually sold the car in 2010. Three years and a Mercedes 1.8 C Class Kompressor later he got the S type bug again. So, he decided to buy a 2006 3.0 facelift model.
What he came back with was a 2003 S Type R. Wow! And for a moment I questioned why he would make such a choice. “Have a drive Dad, see what you think”. At this point I didn’t know what to expect. The first thing I had to master was the “fly by wire” throttle control. It was reminiscent of using a firearm for the first time i.e. “don’t pull the trigger – just squeeze it gently”.
What happened next was something I hadn’t experienced since driving an E type for the first time. I “squeezed” the throttle and opened it up. My body was thrust back into the very substantial seat and a very pleasing whine was emitted from the supercharger as It leaped to 80mph in no time at all.
When I returned, I said to my son “Good choice”. That was it, I was smitten and had to have an S Type. Two months later and after viewing some awful examples saw the purchase of a one owner, low mileage (39k) well maintained and driven 3.0 SE 2005MY in Jaguar Racing Green.
Since owning this S Type I have maintained it regularly with the emphasis on prevention rather than cure. The Improvements, Updates and Modifications listed here have been carried out during my ten years of ownership (2013 – 2023).
The car has only failed me once and that was after parking in my driveway when the gearshift stuck in ‘Park’ even though the ‘D’ was illuminated on the ‘J Gate’. A gear shift cable bracket bolt had fallen out and the other one was very loose. This affected the shifter cable travel. It was a quick fix with a bit of manual intervention with a screwdriver on the park lock solenoid and cable to get it into ‘N’ so I could start the car and get it onto the car lift to replace the bolts.
I still drive (weather permitting) and love this car as much if not more than the day I bought it. Happy days!
